Page 2 of Article

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 covered the engine, the drivetrain, the chassis, and the exterior of the mid-size grand tourer that I would build, Type 1. Today, let us move onto the interior.

Previously, I have covered the engine, the drivetrain, and the chassis of the mid-size grand tourer that I would build, Type 1. Today, let us move onto the exterior styling.

Previously, I have covered the engine and the drivetrain of the mid-size grand tourer that I would build, Type 1. Today, let us move onto its chassis and suspension.

Today, let us move onto the transmission as well as the drivetrain layout of Type 1, my mid-size superlight grand tourer.

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.

Previously, I laid out the specifications of the PC301, 3L naturally-aspirated V12 engine that I would build if I had a car company. Today, let us delve into the details of the engine block.

As promised previously, today I lay out the specifications of the 3.0L NA V12 engine that I would build if I had a car company for the working enthusiasts.