Posts with Keyword “engine”

Today, I enumerate all main contributing factors and explain as concisely as possible how each affects the exhaust note; I also discuss how some factors may be modified.

My previous article laid out the design of a highly serviceable, reliable, and durable high-performance V8 engine. Today, I want to do the opposite and attempt to design an inline-6 engine that is as unreliable as we can justify as a manufacturer.

Modern forced-induction V engines sacrifice serviceability, reliability, and durability for fuel efficiency. Today, I take a different approach and design a high-performance turbocharged V8 that is serviceable and reliable.

BMW has an exceptional rate of rod and main bearing failures and seized engines. I have identified six reasons that explain this phenomenon. I am also ranking the most likely victims of bearing carnage into three tiers.

Today, let us round out the design of our PG601 45° V16 engine with top-end elements, accessories, and emission control. I believe that in the next decade, we will see more V16 engines, some achingly similar to PG601.

I present a 6.0L naturally-aspirated V16 engine intended for flagship vehicles. It prioritizes character, drivability, and reliability rather than peak power.

Today, I am introducing a unique 2.0L hot-V electric-turbo 90-degree V4 with motivations and specifications.

I explain why emissions requirements are driving a comeback of large displacement, naturally-aspirated, port-injected engines.

Previously, I have delved into the short-block, cylinder head, and intake / exhaust systems of the 3L NA V12 PC301. Today, let us round out the deep dive with fuelling, cooling, and accessories.

Previously, I have discussed the design of the long block of the 3L naturally-aspirated V12 that I would build. Today, let us delve into the intake and exhaust systems.

Previously, I have explained the reasoning behind the design of the bottom-end of the 3L naturally-aspirated V12 that I would build. Today, let us move on to the cylinder head.

Today, let us move on to the rotating assembly of the 3L naturally-aspirated V12 engine that I would build if I had a car company.