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The GY6 single is forced-air-cooled, with a chain-driven overhead camshaft and a crossflow hemi cylinder head. Fuel metering is by a single constant-velocity style sidedraft carburetor, [2] typically a Keihin CVK clone or similar. Ignition is by capacitor discharge ignition (CDI), with a magnetic trigger on the flywheel.
A motor vehicle service or tune-up is a series of maintenance procedures carried out at a set time interval or after the vehicle has traveled a certain distance. The service intervals are specified by the vehicle manufacturer in a service schedule and some modern cars display the due date for the next service electronically on the instrument panel.
The de Havilland Gipsy Six is a British six-cylinder, air-cooled, inverted inline piston engine developed by the de Havilland Engine Company for aircraft use in the 1930s. It was based on the cylinders of the four-cylinder Gipsy Major and was developed into a series of similar aero engines which were still in common use until the 1980s.
There are two other well known anomalies in Chinese GY6 manufacturing. First are engines made by Qianjiang (code: QJ) are known to use JOG 2-stroke transmission parts, at least in the CVT. The other is the specific "-3" engine made by BenNeng (code: BN), also referred to as a GY6-B engine.
Automatic transmission fluid. Automatic transmission fluid (ATF) is a hydraulic fluid that is essential for the proper functioning of vehicles equipped with automatic transmissions. Usually, it is coloured red or green to differentiate it from motor oil and other fluids in the vehicle.
The engine is very under-stressed (aiding reliability), with the 49.5mm stroke piston having only 12.4 m/s at peak power (7,500rpm), so appears to be suited to sustained high speed running and comparable to piston aircraft engines (Lycoming O-360 is 10 m/s).
It's Thursday and 'Fantasy Film Room' is back for one final time for the 2024 fantasy season with Nate Tice and Matt Harmon. To start the show, Harmon and Tice do a deep dive on the news of the ...
Some modern automatic transaxles (integrated transmission and differential) do not use a heavy oil at all but lubricate with the lower viscosity hydraulic fluid, which is available at pressure within the automatic transmission. Gear oils account for about 20% of the lubricant market. [1]