EcoBoost Engine: EcoBoost Engine: The 3.5-liter
EcoBoost™ V-6 engine, the first V-6 direct-injection
twin-turbocharged engine produced in North America, makes
its debut in the 2010 Lincoln MKS luxury sedan and also
joins the lineup for the 2010 Ford Flex and Lincoln MKT
crossover vehicles. EcoBoost is one of Ford Motor Company's
key initiatives to deliver significant advancements in fuel
economy of up to 20 percent without sacrificing the
performance feel customers want.More....
CELEBRATES ONE-MILLIONTH DURAMAX DIESEL.
DMAX Ltd., a
joint venture between GM & Isuzu Motors Limited, was established
as a diesel engine company in 1998. GM first introduced the
Duramax diesel in the U.S. in 2001 model year. GM’s heavy duty
diesel pickup market share has jumped nearly tenfold in the six
years Duramax engines have been offered. More...
First Light Duty V-8 Clean Diesel for North America
N.Y. – General Motors Corp. will introduce a new,
state-of-the-art 4.5L V-8 Duramax turbo-diesel that improves
engine fuel efficiency by 25 percent, reduces CO2 emissions by
13 percent and cuts particulates and NOx emissions by at least
90 percent for North American light duty trucks and the HUMMER
H2 built after 2009.More...
2008 Ford 6.4L Power
aftercooled, compound turbo's,
2007/08 Dodge HD 3500 Cab and Chassis seen at
the NFR in Vegas. You can buy a 2007 with the new 6.7L Cummins
before the new emissions goes into effect in January with Ultra-
low sulfur diesel. Pictures above of the new diesel and the new
Aisin AS68RC 6-speed auto
GM Duramax diesel fuel
filter. Primer pump on top water drain on bottom.
Dodge Cummins fuel
filter. Yellow valve is water drain.
Ford 7.3L Power Stroke
fuel filter has the yellow water drain on the right.
Ford 6.0L Power
Stroke oil and fuel filter on top the engine. Second fuel filter in
frame rail by tranny.
Fuel filter # 2 on
the Ford 6.0L Power Stroke. This ones on the drivers side inside frame
across from the transmission. With a hex water drain plug.
Your Truck's Weakest Link from it's
Power to the Pavement
New Ford diesel, 4
valves with digital injector in the middle.
Tundra made in Indiana and Texas.
New for 2007, the
5.7L comes only with 6-speed auto. Unusual engines with dual
overhead cams and variable cam timing on both the intake and
exhaust. These engine's more advanced Dual VVT-i controls valve
timing and overlap on both the intake and exhaust valves, which also
helps optimize power, fuel efficiency and emissions. The 2007 Tundra
offers three engines. In Regular and Double Cab models, a standard
4.0-liter V6 produces 236 horsepower at 5,200 rpm and 266 lb.-ft. of
peak torque at 4,000 rpm. The mid-grade option for these models –
and standard for the CrewMax models – is the proven Tundra's
4.7-liter i-Force V8 producing 271 horsepower at 5,400 rpm and 313
lb.-ft. of peak torque at 3,400 rpm. The i-Force 5.7L V8 has an
aluminum cylinder block and DOHC heads. The all-new 5.7-liter i-Force
V8 is available in every model. The 5.7L uses a long-stroke (stroke
dimension of 4.02 in. is more than the bore width of 3.70 in.).
Producing 381 horsepower at 5,600 rpm, and 401 lb.-ft of peak torque
at 3,600 rpm.
3.4L V-6 190 HP 220 Torque
4.7L V-8 245 HP 315 Torque
Unusual engines with dual overhead
cams and variable cam timing on both the intake and exhaust. These
engine's more advanced Dual VVT-i controls valve timing and overlap
on both the intake and exhaust valves, which also helps optimize
power, fuel efficiency and emissions. The 2007 Tundra offers three
engines. In Regular and Double Cab models, a standard 4.0-liter V6
produces 236 horsepower at 5,200 rpm and 266 lb.-ft. of peak torque
at 4,000 rpm. The mid-grade option for these models – and standard
for the CrewMax models – is the proven Tundra's 4.7-liter i-Force V8
producing 271 horsepower at 5,400 rpm and 313 lb.-ft. of peak torque
at 3,400 rpm. The i-Force 5.7L V8 has an aluminum cylinder block and
DOHC heads. The all-new 5.7-liter i-Force V8 is available in every
model. The 5.7L uses a long-stroke (stroke dimension of 4.02 in. is
more than the bore width of 3.70 in.). Producing 381 horsepower at
5,600 rpm, and 401 lb.-ft of peak torque at 3,600 rpm.
Whether you are pulling a
trailer full of horses, or a sled in a truck pulling contest,
Superchips has your setting
lets you choose your power setting. Use the medium setting to give you
extra power and a firmer automatic transmission shift when pulling your
trailer, then use the max setting for blowing the doors off your
neighbor when you get together at the track on the weekend! Truck
manufactures leave you a lot of room, for improving your trucks
performance. But you want to take advantage of it without hurting your
trucks life. More PowerIt's easy to use
much trailer will your truck pull?
Superchips allows you to change
the performance settings & read your trucks Diagnostic Trouble Code
data to save you money and time in a shop. Feel the advantage
of a firmer tranny shift and match your transmission shift
point to your engines power curve.Learn more..No wrenches
The Best Tranny Pans, Differential,
and Valve Covers.
how to keep you covered! You hear me complaining about oil capacity
on this website constantly. Now I found a way to add 2 or 3 more quarts of
oil to your tranny and differential. The more oil, the more cooling ability,
the longer your truck will stay out of the shop and on the road! Truck
manufactures aren't concerned with building the most efficient vehicles.
Having one feature ahead of the competition and saving their improvements
for the next race is their way to keep you buying trucks often. It's up to
you to give your truck the longest life.Click for more.
Now this is an Engine, of course it's a
The Wartsila-Sulzer RTA96-C
turbocharged two-stroke diesel
engine is the most powerful and
most efficient prime-mover in
the world today. The Aioi Works
of Japan's Diesel United, Ltd
built the first engines and is
where some of these pictures
It is available in 6 through 14
cylinder versions, all are
inline engines. These engines
were designed primarily for very
large container ships. Ship
owners like a single
engine/single propeller design
and the new generation of larger
container ships needed a bigger
engine to propel them.
The cylinder bore is just under
38" and the stroke is just over
98". Each cylinder displaces
111,143 cubic inches (1820
liters) and produces 7780
horsepower. Total displacement
comes out to 1,556,002 cubic
inches (25,480 liters) for the
fourteen cylinder version.
Some facts on the 14
Total engine weight:
2300 tons (The crankshaft
alone weighs 300 tons.)
108,920 hp at 102 rpm
5,608,312 lb/ft at 102rpm
Fuel consumption at maximum
power is 0.278 lbs per hp per
hour (Brake Specific Fuel
Consumption). Fuel consumption
at maximum economy is 0.260
lbs/hp/hour. At maximum economy
the engine exceeds 50% thermal
efficiency. That is, more than
50% of the energy in the fuel in
converted to motion. For comparison, most
automotive and small aircraft
engines have BSFC figures in the
0.40-0.60 lbs/hp/hr range and
25-30% thermal efficiency range.
Even at it's most efficient
power setting, the big 14
consumes 1,660 gallons of heavy
fuel oil per hour.
cross section of the RTA96C:
The internals of this engine are a
bit different than most automotive
engines. The top of the connecting rod is
not attached directly to the piston.
The top of the connecting rod
attaches to a "crosshead" which
rides in guide channels. A long
piston rod then connects the
crosshead to the piston. I assume this is done so the the
sideways forces produced by the
connecting rod are absorbed by the
crosshead and not by the piston.
Those sideways forces are what
makes the cylinders in an auto
engine get oval-shaped over time.
Installing the "thin-shell"
bearings. Crank & rod journals
are 38" in diameter and 16"
crank sitting in the block (also
known as a "gondola-style"
bedplate). This is a 10
cylinder version. Note the steps by each crank
throw that lead down into the
piston & piston rod assembly.
The piston is at the top. The
large square plate at the bottom
is where the whole assembly
attaches to the crosshead:
And some piston rods:
The "spikes" on the
piston rods are hollow tubes
that go into the holes you
can see on the bottom of the
pistons (left picture) and
inject oil into the inside
of the piston which keeps
the top of the piston from
engines have a similar
feature where an oil
squirter nozzle squirts oil
onto the bottom of the
cylinder deck (10 cylinder
version). Cylinder liners are
die-cast ductile cast iron.
Look at the size of those head