What Do You Want To See...

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What do you want to see, besides naked ladies? The Gearhead Garage is for you the Car-Forums community, so please post your ideas for upcoming topics. Thanks. :idea: :idea: :idea:

posted by  vwhobo

a lot of people dont know anything about some of these... so il just list a bunch of stuff: (plus i may learn somestuff :oops: )

>vtec
>forced induction (both turbo and supercharger)
>clutch (cable and hydrolic)
>tranny
>rotoray (good fun)
>and more i cant think of right off the bat

posted by  mazda6man

Thanks, I'll put those on the wish list. ;)

posted by  vwhobo

right on :thumbs:, this place wil probably be my second school, haha

posted by  mazda6man

how a transmission works....always wondered how they work

posted by  SuperJew

Good topic. How about just maintence. I think the workings of it would take a book! Maybe vwhobo could write his own ebook and sell it for a buck a pop. You know he has his own web site ! :D

posted by  lectroid

I dont think thats actually his website....am i right vwhobo?

posted by  SuperJew

Ah, that's a negative on the website there fellas. Hell, I can just barely navigate this one much less do my own.

I fully agree that the transmission would make a good topic. The thing is as lectroid says, there is alot to it. I'm trying to figure out how to hit the high points and even that will probably take two weeks worth of typing.

Maybe if I get a cute blonde to sit on my lap and take dictation... ;)

posted by  vwhobo

hehe. maybe you can explain manual one time and automatic a second....

posted by  SuperJew

Hey,I was only kidding bout the web site, that was brought up before,"I think." " Maybe if I get a cute blonde to sit on my lap and take dictation..."= Topic could only be automatic or maybe manual for the little dreamers that still have their hands for a #@#@##@ lol: hehe, I also despise typing, if you can call it that[ 60 words an hour]

posted by  lectroid

i'd like to second this one
it's probably the area that i fall down in most
i do good about oil changes, and tune-ups, but beyond that....

posted by  asa67_stang

I could've used a; "How to change a fuel filter on a 1995 Honda Accord LX" yesterday... :D

What a pain in the @ss that is. Needless to say, we couldn't do it with my ultimate set of tools. It is positioned near the firewall, under the master cylinder and seemingly unreachable from underneath as well.

Oh well...to the shop it went today.

posted by  BavarianWheels

perhaps something on how cold effects the engine of a car.

Might be pretty nice to have here in Wisconsin.

posted by  Satty101

I've always wondered exactly how a "horizontally opposed" engine worked as opposed to a regular v or a flat. I've heard about them a lot but I've never really been able to get a definitive answer cause hardly anyone in America has them. That'd be swell.

posted by  macewielder

I don't think I can work that answer into 1000+ words. Let's just say it's not too hard to find a horizontally opposed engine. Subaru sold 186,000 cars in the US last year, look under the hood of one of them.

posted by  vwhobo

and porches (sans the cayenne, of course.)

posted by  SuperJew

And the 924, and the 944, and the 928. That's why it was easier to just say Subaru.

posted by  vwhobo

right you are!

posted by  SuperJew

macewielder wrote: -
"I've always wondered exactly how a "horizontally opposed" engine worked as opposed to a regular v or a flat."

maceweilder, a horizontally opposed engine is a flat engine, which is also known as a 'boxer engine'.
A horizontally opposed engine is really self-explanatory - it has pistons that are horizontally opposing each other. That’s why they’re also known as ‘flat engines’ – because if you were to lay a rectangular cuboid on its side instead of standing it up then it's ‘horizontal’ and placed ‘flat’.
Here’s a list of terms for any car engines so that you don’t get them confused: -
Straight, V and W are engine configurations.
Horizontal/flat/boxer and vertical are also factors of engine configurations.
Inline and transverse mean how the engine is placed in the bay.
Rear, mid and front are referring to the engine (bay) location.

posted by  snoopewite

Front end alignments.

posted by  DodgeRida67

ill second the rotary, unless its already been addressed.

posted by  importluva

The stuff vwhobo did on horsepower and the cooling system was great.. but i'm left wondering how long he took to type it if it took me that long to read it.. The rotary engine would b a great topic.. :thumbs: How about electronic torque biasing differentials, 4wd systems and ECM’s? It might not b so technical but could you cover the issues of preparing your car to do racing at weekends etc? i.e. safety and weight saving ideas? Not that my ideas are any good or anything, but maybe you could extend the topics to cover driving techniques as well….? Cheers. :laughing:

posted by  R34RB30DETTV

The hobo loves nothing more than to peck away on his keyboard. His next favorite thing would be, is to have a sawbriar, or rose bush drawn across his ass. :laughing: I would say he did not and does not sit down and type all of his technical posts, at one setting,(MS Word is a wonderful thing) after getting all the crap from some of our more mature members(12-16yr olds) of this forum, why does he even stay in here? Hell,I guess he cares. This is in NO way directed to you,R34. I just get so tired of some of these little morons that don't appreciate a DAMN THING that you try to give them!!!! "It's all about "ME right NOW" :evil: I'm very calm now. SJ,BW, you don,t have to lock this :ohcrap:

Retract the 12-16 yr olds, to only inclued the immature pricks.

posted by  lectroid

I was so tempted to close this thread...and then you ended with the above.
:laughing: :laughing:

Come on... :doh:
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posted by  BavarianWheels

Thank You, I think :laughing:

posted by  lectroid

i would have had no need to lock it...its when theres 35 flaming posts in an hour when we get concerned.

posted by  SuperJew

I can do that :laughing:

posted by  lectroid

I couldn't agree more with the above list. Not to concerned with VTEC as I think it is nothing more the variable timing used to increase economy. I could be wrong and it wouldn't be the first time. If I'm right... I think its funny how certian generations think VTEC is some kinda high performance design.

Anyways, I would also love to learn about rear-ends. Before anyone else says it, I'm not talking about human rear-ends. Just want to put the nix on that one. But, what exactly is a 3.55 and how does it differ from a 3.31? Pros and cons etc.

Also gear ratios? Final drive ratio and such. Just some ideas. :2cents:

posted by  USAF-Sergeant

aagh Sarge your avatar is getting me confused...when you post i think its Lectroid :doh:

but yeah i agree - im curious about the whole drive ratio thing.

posted by  SuperJew

I must confess, I stole it from Lectroid. LOL :laughing: :wink2:

posted by  USAF-Sergeant

i hate to say it, but the VTEC system is a high performance system, although you are right about it being a fuel saving idea too..i will explain it in greater detail at some other time. is it ok Vwhobo/bav/SJ (moderators generally?) if i post something on the VTEC system? its about 2000 words long and i should confess that it is not my own work, but it is very informative and useful..

posted by  R34RB30DETTV

Make sure you give credit to the author...but if you could, just post a link if you can...makes it easier IMO.
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posted by  BavarianWheels

sorry, i only got the writing, can't remember the website...! "The engineer Giovanni Torazza, at Fiat, conceived and developed a valve operating mechanism that does everything to ensure that the engine should combine the best features of the most rabid and most restricted of conventional types.

The essence of the Fiat Torazza engine comes from early developments announced in 1970 by General Motors who had been experimenting with intake valve throttling. Here, the pivoting rocker levers of an otherwise fairly conventional pushrod engine were given movable fulcra enabling the intake valve lift to be varied. The object was to correct the cyclic variations of cylinder pressure suffered by a conventional engine digesting very weak mixtures. By minimising the vavle lift so as to create the smallest possible opening for the load applied, and thus maintain the full pressure drop across the port, the velocity of the incoming charge is kept up to the speed of sound. The droplets of petrol passing through the port undergo almost explosive atomisation in these circumstances, resulting in fast and consisten combustion immediately after ignition, even when the engine is running lean at part load.

The object, as might have been guessed from the date of the announcement, was to reduce toxic emissions in the exhaust. Torazza took the idea further, arguing that the possibility of changing both intake and exhaust valve opening duration and lift as a function of speed and load must be even more attractive. The essential mechanical features were an oscillating cam driven by an eccentric and connecting rod, and finger follower in an arc swung from the cam's centre of oscilllation, timing and lift were altered simultaneously - lower lift and softer timing in one direction, higher lift and sportier timing in the other. The typical valve opening variation in lift amounting to 37 per cent. Control was effected hyraulically through a three dimensional cam moved axially in response to engine speed and radially to inlet manifold depression.

The snag encountered by General Motors with their intake valve throttling was that in light-load running, when valve lift was very small, despite the high airflow velocity across the seat there was not enough movement upstream in the induction tract to support the droplets of fuel sprayed by the carburettor jet or conventional injector nozzles. This objection could be overcome by the truly atomised mist produced by Petrol Injection Limited as a more acceptable successor to their earlier Tecalemit-Jackson equipment. However, engineer Torazza has not reported any such difficulties, on the contrary finding no increase in the engine's tendency to detonation despite evidence of a leaning out of the mixture. This he thought might be due to an improved mixing of fuel and air downstream from the carburettor, as well as to the higher gas velocities across the valve opening annulus.

The experimental results verified by Fiat for the Torazza engine are wholly encouraging. An increase of bmep of over 30 per cent is realised at low speeds, drooping to 5 per cent at high engine speed where the size of the inlet and exhaust passages is the controlling factor. We should bear in mind that the conventional engine with which it was compared was camshafted for optimum performance in a regime between 60 per cent and 90 per cent of maximum power speed. It is worth mentioning that the whole arrangement was simply superimposed on normally-produced four-cylinder Fiat car engines, in one case with inclined opposed valves in the standard hemispherical combustion chamber, and in the other with in-line valves in the standard wedge type combustion chamber.

Other points to note were that the specific fuel consumption was improved and that valve gear noise was no greater than in the standard production engines. No abnormal vibrational fatigue was observed in the valve springs or the kinematic system, nor any abnormal wear in any enigne component after 600 hours testing, much of which was at maximum power and at overspeed.

Inevitably such mechanism is more costly than the normal arrangement because of a greater number of components demand more production operations and more complex assembly. A study of the torque characteristics of the engine make it clear, however, that if the unit is designed ab initio for this variable timing system, the increased cost may be compensated by the better performance and the possibility of reducing the engine displacement or, more probably, the number of transmission ratios and thus the overall weight of the power train. There are more possibilities inherent in the system, notably that of obtaining better mixture homogeneity through valve throttling at part-load and an internal exhaust gas recirculation by means of negative valve overlap. Moreover, some of the characteristics offered by this variable valve-gear may be of value not only in competition engines but also in the diesel and multifuel field: chief of the attractions is the possibility of increasing the engine's breathing capacity and turbulence throughout its speed and load range, and the possible improvements when starting at cranking speed."

Honda has improved on Torazza's original idea in the 20 years between his engine, and VTEC. VTEC varies the lift and timing by having two sets of rocker arms. The first operates directly on the valve, riding on the lower lift cam lobes. The second set ride on the higher duration lobes. In order to engage the higher lift a set of pins lock the first and second sets of rockers together forcing them to operate on the higher lift lobes. Although the engagement is mechanical, the pins are operated by a hydraulic selunoid. This is activated by the engine's computer which measures oil pressure, engine tempature, throttle postion, and many other things. When the engine is cold, VTEC will not engage to avoid potentially damaging the engine parts.
...and there we have the VTEC system.. hope that was helpful and informative.. and i give credit to the author, who ever you may be..

posted by  R34RB30DETTV

whoa thats some long shizzle. :ohcrap:

posted by  SuperJew

don't say i didn't warn you... well, actually, you could really... :thumbs: (because this is my 50th post am i only a new or a bie now?)

posted by  R34RB30DETTV

2000 words is actually less than I expected.
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posted by  BavarianWheels

yeah, sry, it was in bigger text in my word document and took up nearly 6 pages, and going by the rough estimation of 300 words/page i thought 2000 words was a good estimate.. how wrong we can be.. :banghead: :lol: :thumbs:

posted by  R34RB30DETTV

Thanks man. When someone types all that for my benefit, its doesn't go un-appreciated. It appears to be similar to what Ford is doing with the new Mustang ( :drool: ) and the VVT design. Again, I could be wrong. I think the VVT was also used on the 5.4-litre V8 F-150's.

New question..... SORRY!!! I'm really trying to learn as I am extremely intrested in all this technology.

I'm trying to read how the VTEC compares to the VVT. I get to reading it and my head gets overloaded. Can you explain (in laymans terms) how these systems compare? Being the loyal American car lover that I am, is Ford's design a big improvement over the VTEC? I must confess, I swell a little with pride when I hear that the Big 3 have come out with technology superior to that of the import companies. Yep, I'm a VERY proud American.



Thanks again. :thumbs:

posted by  USAF-Sergeant

You don't have to apologize, we're all here to learn and asking is the best way.. :thumbs: I think, I may very well be mistaken but i believe that the system is to improve the atomization (mixing) of the fuel at lower engine speeds to improve (smooth) the idling of the engine. When the airflow through the induction manifold is slowed down due to low engine speeds the air does not have such turbulence and so the fuel does not atomize so well, so by creating this restriction the same amount of air is moving through a smaller gap and so it speeds up (much like rapids in a river), now when the fuel is introduced to this faster flowing stream of air the atomization is greatly improved. if you want to see the two diffrent systems (VTEC Vs VVT) go to this link. http://www.billzilla.org/vvtvtec.htm - i hope that answers your question. :thumbs:

posted by  R34RB30DETTV

I appreciate it. I hate soundeing like a dumbass but I also can't stand poeple who talk about shit they know nothing about, just to hear themselves speak. I figure if I'm going to add any to these threads, I might as well be knowledgeable. Thanks again.

posted by  USAF-Sergeant

yeah, i know how you feel about ppl talking shit. don't worry about feeling like a dumbass, just offer what knowlage you can and i'm sure it will be appreciated and as for learning more, i'm in my final year studying automotive engineering and yet i still feel like i know nothing.. :laughing: .. glad i could be of help, any more questions don't hesitate to ask.. :thumbs:

posted by  R34RB30DETTV

ALRIGHT you avatar thief :cussing: :laughing: I'm proud that you took it :thumbs: It's as much yours as it is mine. My youngest brother is in the Air Force and just received the SNCO of the year award. Be smart, be safe.

posted by  lectroid

Not to deflate your pride or anything, but... I also won SNCO of the year along with NCO of the year (twice) and Airman of the year. That just proves they'll give it away to anybody.

posted by  vwhobo

And you are saying that didn't make you or your family proud? I know better /don't jerk my chain. :laughing:

posted by  lectroid

It was something that went with the territory. I would have been much happier doing my job instead of winning awards. In my case I was the poster boy for the non-politically correct, we're here to fly jets and kill things types. Sort of the anti-award winner. I can't say I wasn't proud but unlike most people who win them I never persued the awards.

posted by  vwhobo

I understand. He is a doer and not a persuer. He's been up for cheif twice, but just doesn't have the right politics for the stripe.

posted by  lectroid

I can't speak for all my brothers/sisters, but most I know are not glory hounds. It is always nice to recieve recognition and all, but that is not why we put on the "Green Tuxcedo" everyday. Most of the time, they like to have a Commanders Call holding everyone after shift to attend, and from personal experiance, one feels aweful for being somewhat responsiable for people staying after. I have just always been modest, thats all.

Anyways... I didn't think you would mind me borrowing your Avatar. And if you did.. whatcha gonna do about it... I have an issued M-16A2... LMAO!!!! Just kidding.

And VW, when can we expect to see some more in the Gearhead Garage? The natives are getting restless!!!! LOL

Have a great day/night guys. Talk to ya soon. :thumbs:

posted by  USAF-Sergeant

Not to be rude, but back to what do we want to see. :smoke: How about the Hemi head, CVH system and such similar systems. Or maybe a topic about volumetric efficiency, thermal efficiency and frictional efficiency. :thumbs:

posted by  R34RB30DETTV

You also may be intrested to know about BMW's CVVL idea (continuously varible valve lift) if you are interested in improving the volumeteric efficiency of engines. Here is a like to find out more. www.pattakon.com/ vva/intro.htm Hope you find it useful... :thumbs:

posted by  R34RB30DETTV

I second the forced induction thing.

I probably don't need to ask, but REALLY in depth.

What engine components are necessary to make a naturally aspirated engine into a forced induction? Etc, etc, etc.

posted by  Sonreir

Maybe something on AWD and/or positraction?

posted by  Sonreir

AWD sounds good :mrgreen:

posted by  Rhendrix

Ohh! I got one! How about the ins and outs of a flat # engine! I saw today that Porsche uses a flat 6 (It embarreses me to JUST realize this) and I've been wondering ever since why they call it a flat # engine. I know why they call V6 engines that, because the pistons are in the shape of a V. Inline 6, well, all 6 pistons are inline with each other. but a flat #? makes me curious.

posted by  Satty101

Flat...three pistons to the right, three to the left...their stroke is parallel to the ground.
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posted by  BavarianWheels

Thanks Bav. That's what I was thinking but I wasn't sure.

posted by  Satty101

Hey...I'm counting that one as a point. I'm now 1-5!!
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posted by  BavarianWheels

<----Confused.

posted by  Satty101

It's my, "Actual Help Offered" stat...for my own amusement.
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posted by  BavarianWheels

Here is a Subaru pic of the internals of an H-4...
http://www.trenzhost.com/files/jmyers0341/h-4.jpg

Heres a pic of the different types of engine layouts...
http://www.trenzhost.com/files/jmyers0341/engines.gif

posted by  jmyers0341

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