Rolls Battery Systems Selected For Offshore Vessels | High Quality Fuel Injection Nozzle

FiTech offered to perform the swap at their shop in Riverside, California. This also required an aftermarket fuel tank to accommodate the necessary in-tank fuel pump assembly. This almost required as much effort as the intake manifold swap since this IRS-equipped Tri-Five was anything but stock out back, but the conversion went smoothly and very soon the ’56 hit the streets for some simple tuning. That’s when disaster struck. For reasons still not entirely clear, the 502 suffered a rod bearing failure that required a complete rebuild. Chevy 502s come with aluminum production rod and main bearings that sometimes are a bit unforgiving. If the crank hits a main bearing for whatever reason, the debris peeled from the mains usually end up in the rod bearings that then quickly fail. The project was delayed for several months while the engine went through a complete rebuild. Once the crank was massaged and the engine builder reassembled the 502 with most of its original parts, the swap could continue. The engine was initially run on a test stand with a single four-barrel carburetor to check for leaks and proper behavior before the 2×4 FiTech system was again installed.

Bleeding the system took forever, as I hadn’t bench-bled the master cylinder, so there was tons of air in the system. Still, it wasn’t rocket science.

Rather than develop its own electric drives from scratch, Deutz bought another German firm Torqueedo, which manufacturers electric drive motors for watercraft—everything from tiny fishing kayaks to trolling motors, rescue watercraft and large ferries. Completed just a year ago, the acquisition gave Deutz industrial scale, ready-made technology solutions for battery management, electric motors, controllers and the software that ties it all together says Michael Wellenzohn, a member of the Deutz board of management.

Same goes for lane assist and blind spot monitoring. Most of these systems require you to look away from the road to see the alert, so what good is that? Blind spot monitoring especially, since it usually requires you to look at the mirror. So if you’re already looking at the mirror to see the little light, why not just use the damn mirror in the first place?

When the 2019 Silverado was unveiled in January at the 2018 Detroit Auto Show, Chevrolet said the redesigned full-size pickup truck would be offered with six engine/transmission combinations, but it only named three. The firm is now ready to fill in some of the blanks.

Speaking of steering, my power steering pump got replaced in 2009, and “bulk hose” was used for the return line.

It has long been said you can move the world with the power of hydraulics—using fluid under pressure to do the hard work for us. Silver Sport Transmissions (SST) understands the benefits of hydraulics and has applied it to a very effective clutch release system for your classic Chevy. The PerfectFit hydraulic clutch kit from Silver Sport Transmissions takes the power of hydraulics and puts it to work for you. You will never have a better shifting experience once you make the switch to hydraulics.

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I like backup cameras and safety features that stay in the background, but the beep/flashing stuff I don’t see the appeal of.

The new engines are equipped with technologies including crossflow cylinder heads, a downspeeding function for reducing fuel consumption and working noise levels plus a common rail system operating at an injection pressure of 2,200 bar. “Up to 100 per cent power take-off is possible both at the belt and the flywheel side,” said the company.

Again: The technology isn’t ready yet. For those who think it’s better than nothing, talk to the parents of young children who were killed in parking lot fender-benders while in vehicles with first-generation airbags. It was one thing to test new technology when I was racing cars. I will not be a beta test dummy as a consumer.

But the special experience is the 2.7-liter turbo. We drove the truck before we knew what was under the hood, and my guess was about a 3.0-liter turbo V6, or “one hell of a four-banger.” We didn’t put a clock on 0-60 or freeway passing acceleration, but the engine was brisk, edgy, and ready to rock and roll at all times. The turbo four was also mated to the same 8-speed automatic and made good use of the gears. By comparison, the 4.3-liter V6 (which goes back to the late 1980s) with the 6-speed felt blunted and stodgy.