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The firing order has been changed from that shared by all previous Modular V8s (1-3-7-2-6-5-4-8) to that of the Ford Flathead V8 (1-5-4-8-6-3-7-2). [17] Compression ratio is 11.0:1, and despite having port fuel injection (as opposed to direct injection ) the engine can still be run on 87 octane gasoline.
The cause is the design of the crankcase ventilation circuit, which Ford revised several times over the engine's lifetime but never completely cured. Due to this, camshaft and tappet wear problems are common. A worn camshaft can cause heavy clattering and ticking from the engine's top end, especially at high engine speeds. [8]
This engine family was updated in 1968 for the use of 2.45 in (62.2 mm) medium-sized journals. The first engine in this family was the small journal 327 in 1962 and the last being 2000s medium journal 350 in pickup trucks and commercial vehicles. The medium journal 350 was further developed into the Generation II LT1/4 350 in the early 1990s.
The firing order of older big-block engines is 1-8-4-3-6-5-7-2 [62] while Vortec 8100's firing order is 1-8-7-2-6-5-4-3. Other upgrades of Vortec 8100 include a new 18-bolt head bolt pattern, longer connecting rods, different symmetrical intake ports, different oil pan rails, and the use of metric threads throughout the engine.
Engine and chassis GT-40-style 5.0 L Cobra V8 engine (versus High Output 5.0 L V8 on GT). 13-inch vented front disc brakes, 11.65-inch rear discs with dual-piston calipers, and standard ABS (versus 10.8" vented front discs, 10.5-inch rear discs with single-piston calipers, and optional ABS on GT).
Schmitz's concept engine uses two primary "high pressure" cylinders with standard four-stroke power cycles, in addition to a larger secondary "low pressure" expansion cylinder. The hot exhaust gas from the two primary cylinders is fed into the secondary cylinder, halving the volume of gases in the primary cylinders after combustion.
This engine is very similar to later versions of the 221 engine. As the V8-09A in 1940, compression, power, and torque were unchanged; in 1941, the V8-19A compression and power were static, but torque rose by 6 lb⋅ft (8 N⋅m), while the 1942 V8-29A increased compression to 6.4:1 and power to 100 hp (75 kW), while torque stayed the same. [ 19 ]
The car remains controllable. This is a problem that Mercedes USA have acknowledged. The problem is not identifiable without first removing the mastic to check. Body corrosion - Most model year versions of the W210 displayed body rust, notably on European-sold cars. Rust would sometimes appear spontaneously on panels such as doors and roofs on ...