GM LT vs LS Engines
WranglerJKLS:
Active Fuel Management
6 bolt main caps
How V8 Engines Work - A Simple Explanation
Engineering Explained:
Hello everyone and welcome in this video
we're going to be learning how V8 engines work
starting off simple and then diving into the details of the 3D printed Chevy Camaro lS3 V8
engine seen here so starting with the very obvious
V8 engines get their name from having a cylinder block in the shape of a V in this case at 90 degrees and
from having eight cylinders in this case the numbering starts at the front most piston on the right
and then works its way back 1, 2, 3, 4, 5, 6, 7, and 8.
This engine operates under the same basic principles as any other gasoline four-stroke engine
focusing on just a single cylinder first the piston pulls in air and fuel as it moves downward
then it compresses that air and fuel as the piston moves upward next a spark plug fires
igniting the air fuel mixture and forcing the piston downward and
finally the piston pushes out the exhaust gasses on its way back up before the cycle repeats itself now in a V8 engine
this cycle is happening in eight different cylinders at different times
instead of multiple cylinders firing at the same time you want them to be spread out so that power delivery is smooth for
this Chevy V8
the firing order is 1, 8, 7, 2, 6, 5, 4, 3
with eight cylinders
there is a cylinder firing for every 90 degrees of the crankshaft rotating
which means that at any point in time there are two cylinders on the power stroke a
four-cylinder engine would only have one cylinder firing at a time meaning the power delivery wouldn't be as smooth
so now let's look at the valve train to see how air flows in and out of the engine
the intake air comes from the top of the engine and into the sides of the cylinder head
the exhaust flows to the sides of the engine
exiting the exhaust valves from the cylinder head looking at the cylinder head removed from the engine you can see that
there is a single intake valve and a single exhaust valve though it's also common to see engines with two intake valves and two exhaust
valves in this case the larger valve is the intake valve and the smaller valve is the exhaust valve
the pushrod valvetrain gets its name from the metal push rods
which activate the rocker arms which open up the valves the camshaft
located in the center of the V of the engine block has lobes on it
which pushed the push rods up opening the appropriate valves here
you can see a simple
demonstration of the push rod being used to open up the intake valve
it presses against the rocker arm seen in red forcing the intake valve open the camshaft
which operates the valves is geared to the crankshaftm
which is what ultimately all the Pistons are trying to rotate for every two rotations of the crankshaft the
camshaft rotates once if we remove the oil pan from the engine we can see the operation of the crankshaft the
crankshaft is the yellow shaft and there are added weights to it for balancing the engine the connecting rods are in brown which connect the
crankshaft to the Pistons what's cool about V8
engines is that the two pistons across from one another are actually paired to the same crankshaft bearing so moving on to those large yellow
counterbalance weights
looking at the first pair of cylinders
you'll notice that as one piston reaches the very top the counterbalance is directly across from it
balancing out the force as it rotates another 90 degrees it now counters the other Pistons force
rotating another 90 degrees the first piston has reached the bottom and the weights counter that downward force with an upward force and then
finally another 90 degrees later the second piston reaches the bottom
where its downward force is once again countered with an upward force.
This is actually balancing out a rocking moment caused by the Pistons movement in full swing
though the whole engine may look complicated from a balancing standpoint
it actually is extremely smooth running with no first or second order
vibrations and only a first-order moment that is countered out through the crankshaft design
all of this is to say that the engine runs very smoothly now this particular V8
is what is called a crossplane V8
which means each connection point on the crankshaft is
offset 90 degrees meaning the pistons operate in two planes or a cross plane the alternative is a flat plane crank
shaft where the pistons are simply offset 180 degrees meaning they all operate in a single or flat plane
the advantages of this engine style include its large
displacement which often correlates with generating lots of power while in a generally compact and very rigid form they have very little vibration
however compared to some engines
they have a relatively higher center of gravity and are complex
since they require two separate cylinder heads rather than just one like an inline engine generally speaking although
they are compact in form they are still quite heavy compared to smaller style engines though of course while producing more power
if you found this helpful
I have included links to other videos you may enjoy
also a huge shout out to Erik Harrell for lending me the 3D printed V8 engine.
I will include links to his work in the video description as always feel free to leave any questions or comments below and
thanks for watching.
How Dynamic Skip Fire Works - Variable Displacement Engines
Engineering Explained:
Hello everyone and welcome in this video we are talking about dynamic skip fire
which is a technology
which seeks to improve the efficiency of
engines and now the interesting thing about it is the larger your engine the more cylinders your engine has
the greater the effect that this has now that's not to say that smaller engines aren't more efficient
they tend to be more efficient
they tend to get better fuel economy numbers
so this technology isn't going to make you know an already super efficient small compact engine more efficient
but it will bring a larger engine closer to those fuel economy numbers
so that's the goal with this technology and essentially what it does is it gives you fully variable cylinder deactivation
so let's say you have a v8 engine
well you can run on one cylinder or you can run on eight cylinders
or you can run on any
combination of cylinders in between
so that's kind of the beauty of this is it allows you to run on any number of cylinders
and it's the theoretical limit of what cylinder deactivation can be and how it can improve
your vehicle's fuel economy through cylinder deactivation.
So how does it work first of all? And the way we're going to discuss is by closing off the intake and the exhaust
valves and there are many ways to you know stop an intake or exhaust valve from working
we're gonna be talking about this one here using a locking pin, and so essentially we've got our cylinder
which is going to be right here Here's our intake valve
there'll be this similar system for both the intake and the exhaust valve so you'll be blocking off both of them on command for each
individual cylinder and so what's going on is you've got your camshaft like normal
and then you have this deactivation arm and so when it's normally operating as that camshaft rotates
there's a locking pin which acts as a hinge and you press down on that
deactivation arm and it opens up your intake valve nothing fancy there
now oil pressure is what's keeping that locking pin in place and then when you want to deactivate this cylinder
completely and it can do this in real time. So it says you know okay, the next cylinder
that's going to fire is this one do I want to fire it yes or no
and then it'll use this pin to
determine whether or not it's going to and so you'll have oil that will come in through this passageway right here it will press that
pin back so now it's no longer holding up that
deactivation arm so now as your camshaft rotates and it hits that deactivation arm
it pushes it down without pushing the valve down so it comes down here
pivoting more towards where the the valve is rather than pivoting where the pin is
so you don't open up that valve and as a result you do not fire that cylinder and again this can be done in any
combination with any of the cylinders that you have you only use as many cylinders as you need so if you're cruising down the highway
and you really only need the power from two cylinders
you only use two cylinders and also because this can you know dynamically change
which cylinder is firing it can actually choose an order of firing that makes sense in order for the engine to be well balanced so
versus traditional cylinder deactivation
control methods where you may just use four cylinders or eight cylinders
this is actually going to provide you better balance and better fuel efficiency now looking at a four cylinder as an example
why is it more efficient to run on one cylinder than running all four cylinders for the same amount of power needed?
So let's say you need to produce 25 horsepower.
Why is it more efficient to run one cylinder then four cylinders each producing less than 25 horsepower?
versus one producing all of that 25 horsepower
well the reason the main reason is it comes down to having a significant reduction in pumping losses
operating with just that single cylinder
and so if you think about it from a throttle standpoint if you're just running on one cylinder
your throttle is going to be pretty wide open in order to get enough air for just that one cylinder
versus if you're running a bunch of different cylinders
you don't need all that much air because you have all four of them operating so your throttle is going to be you know relatively
closed in comparison to our example over here and with that throttle closed
I mean
there's it means your engine has to work harder to pull in that air so the pumping work
that an engine is doing essentially the pumping losses is a
function of you know the pressure of the exhaust minus the pressure of the intake
multiplied by volume and so
looking at it as a function of you know the pressure at the exhaust and the pressure at the intake if
you can have that intake pressure really high as you can see this number here will decrease that means your pumping losses are less
or if you can have your
exhaust gasses your exhaust pressure really low then that means this number here is also lower
so you're pumping losses are lower so that means you're
maximizing the amount of energy if you get all of that pressure turned into useful work when you open up the exhaust valve there's no
pressure left to push out of course, that's not realistic
but that's the ideal version and
then same with the intake if your engine doesn't have to work very hard to pull in that air because the pressure outside of it
is already really high
then it's going to operate more efficiently and so that's the huge benefit with using just a single cylinder
and having that throttle open so you reduce your pumping losses
and you don't have to have as much pumping work required versus having that throttle partially closed
it's actually acting you know a lot like a damper in a way where it's requiring energy
it's putting heat into the air as you pull it through requires that engine to work harder to do it
another reason is by operating at low loads
it's actually not as efficient
from a you know within the cylinder how much heat is rejected to those cylinder walls
so you're not creating as much heat in each of those individual cylinders
but the percentage of that heat that is lost to the cylinder walls is
greater when you're operating at low load conditions rather than when you're operating at higher load conditions
engines operate more efficiently at higher loads
but of course you're using more fuel and you're creating more power when you do that so by deactivating
several of the cylinders you're creating a smaller amount of power you're not creating as much efficiency losses
and you're operating so you're getting better fuel economy
while maintaining the power that you need
now as mentioned the more cylinders you have the more effective this becomes so let's say you have 16 cylinders
but you only need a little bit of power well that means if you're running all 16 cylinders your throttle is going to be nearly
closed so you're pumping losses are huge
and you're running all 16 of those cylinders versus if you're running just a single cylinder out of those 16
your you know you're pumping losses are very low and your efficiency is greater the other thing is because you are closing off the valves
using cylinder these valve
deactivations
for both the intake and the exhaust in the cylinders that aren't firing you don't have pumping losses because you're not actually moving any air
through it so that's another advantage of using a system like this where you do activate it by deactivating the valves
so you don't have those pump losses associated going through those cylinders, which aren't firing now
what does this mean for fuel economy and for emissions?
well
Delphi is saying that you can expect 7 - 15% reduction in co2 emissions and a 10 - 20%
improvement in fuel economy
and you know this number will be larger depending on the size of the engine
smaller four-cylinder engines aren't going to see as much of an improvement as bigger
V8s V12s things like that so now that you all understand how it works
you can let me know in the comments that because it's complicated it will fail. It's unreliable
it's a dumb idea all those kinds of things
thank you so much for watching if you have any questions or comments feel free to leave them below.
2019 Chevrolet Silverado Fully Revealed and Explained - New Engines, Specs, & Trim Levels
AmericanTrucks Chevy & GMC:
Hey, guys.
Adam here with americantrucks.com.
And today, we've got some bigger news revolving
around the 2019 Silverado.
As you might be aware, the Detroit Auto Show
is going on right now and Chevy, as expected,
made a big appearance to show off a lot more
of the 2019 Silverado than they did at their
100th Anniversary event in Texas.
Now, if you didn't catch my news piece on
that, you might want to head there to check
it out to see what they had to share because
it was pretty cool, considering they flew
the truck in on a helicopter.
This time, they did things a little simpler
with a platform full of a few different trim
levels of the newly redesigned truck.
So let's break down what we found out this
weekend.
Now, for one thing, Chevy updated us on the
trim levels we can expect for this upcoming
model year, and there are some good things
going on that I'm super-excited about.
As you know, the truck looks completely different
than previous years, new headlights, new front
end completely, new rounded wheel wells -- hopefully,
easier on aftermarket wheel and tire setups,
we'll see -- and a few new looks in the rear.
There's a bunch of new info on that appearance
coming to life this weekend.
We now know that the fourth-gen Silverado
is offered in eight different models and trim
levels with six different powertrain options.
Mark Reuss, the Head of Global Development,
introduced a new 3-liter, inline 6-cylinder
turbo diesel to compete with Ford and Ram's
diesel options, which he claims will be better
fuel-wise, seeing maybe 30 miles per gallon
highway.
There's also the 5.3 and the 6.2 that we already
know and love that will have an industry-first
technology that can shut off up to seven of
its eight cylinders when not needed, like
if you're coasting on the highway.
Which is a lot more than our current Ecotech
option that only has the ability to shut off
up to four cylinders.
This would mean a decent improvement in highway
mileage, which I know I can really appreciate.
Now, Reuss also mentioned a 3.6-liter V6 option
is available, but he did not confirm or deny
the possibility of a 4-cylinder hybrid option
which we could see in the future.
Finally, and this is a biggie, there's a 10-speed
automatic transmission with start-stop technology
coming to the new models, which is new to
GM's lineup to compete with Ford's already
existing 10-speed trans, although it has not
been confirmed for all trim levels.
Unfortunately, we do not have any horsepower
or torque specs for the six different powertrain
options.
But once they are announced, we'll be the
first to let you guys know.
Now, when it comes to the actual body design,
we know that the new redesign gives us a 1.6-inch
longer body, a wheelbase stretched by 3.9
inches for added rear seat legroom, which
was confirmed to have 43.8 inches of room
which is 3 inches more than our current trucks
on the road.
In the last news episode, I mentioned Chevy
and Ford's differences of materials used in
their trucks and how Chevy wasn't looking
to pick up Ford's aluminum body idea.
But instead, they're going with a mixture
of materials in the interest of shedding weight.
We now know that they've managed to do so,
shedding up to 450 pounds of weight for better
fuel efficiency, which is very impressive.
We've got a little more info on the suspension
of the trucks as well.
Chevy noted that we'll see new forged upper
control arms in the independent front suspension.
In the rear, there are new live axles and
a revised leaf spring suspension.
Some models will even have carbon composite
second-stage rear springs, similar to that
found in the Corvette's handbook.
Now, the body is something without a doubt
carrying some of the biggest attractions with
changes a lot of which we've seen in pictures
and the reveal footage.
But there are definitely some things worth
pointing out specifically.
All new to GM is a power lift tailgate, which
can be controlled by the key fob, an interior
button, or by hand.
The tailgate can open and shut itself to make
it a huge hands-free help to High Country
owners, but we're not entirely sure just yet
if it's available in any other trim levels
as an option.
Now, the bed itself is 7 inches wider -- 7
inches -- and now it's got a total of 21 tie
down points, which is a huge jump over the
mid-single digit options of tie downs we currently
have up until now.
We can see four new tie downs welded to the
middle section of the side of each bed on
each side, along with the four lower corner
tie downs we've previously had.
Now, if you're carrying a lot of cargo in
your bed, this is a huge help.
The beds offer the largest cargo volume across
all trim levels and bed lengths, the short
box option boasting a 63 cubic feet cargo
volume, which is 20% more than its competition.
The rear bumper has small changes including
larger corner steps to access the bed a little
easier.
Now, inside the bed, you'll also have options
to include accessory storage bins above the
wheel wells for short box models, which will
be lockable while still allowing for, say,
a 4 by 8 plywood to lay flat in the bed.
The new trim level options gave us a glimpse
into what will change between the few options
that we have.
We can expect the same High Country LTZ, LT,
Custom, and Work Truck models.
But in addition to that, there are new RST
and Trailboss editions mixed in there.
Now, Chevy hasn't released all the exact specifications
as to what the models will feature individually,
but we did catch a look at their appearances.
The RST or Rally Sport Truck, is going to
be the street performer option with a sporty
performance appearance with up to 22-inch
wheels.
The High Country model is, of course, the
top-of-the-line, luxury-based truck of the
trim setup for the Silverados, and it still
carries that look and feel in the 2019 design.
The truck as a whole looks a whole lot bigger
and more capable.
The High Country sports one of the more intimidating
front grille designs with a tri-bar lower,
a dual upper, and a horizontal bar on both
sides of your bow-tie badge in the middle.
Now, it's a super-sleek look that is a bit
different than the previous models and similar
designs are found on the LTZ trim level, just
with one less bar in the lower portion and
small detail switches.
This exact grille carries over through the
LT Trailboss model as well.
Speaking of the Trailboss, that edition is
found on both LT and Custom trim levels.
From what we've seen, the Trailboss editions
will have a 2-inch suspension lift and level
all around the truck to make it more off-road
capable on the trails, hence the name.
Now, they also get a slightly more aggressive
tire, the Goodyear Wrangler 275-65-18, which
would make sense for guys looking for more
traction and performance on rough terrain
like dirt and sand.
This will also be on top of the LTZ off-road
package, which boasts its usual added goods
as well.
Now, the Custom and LT Trailboss models also
see a locking differential, skid plates, and
Rancho shocks to go along with that lift.
The interior we've seen pictures of on the
Chevy site, but there hasn't been a ton of
talk on the specifications.
We do see the 8-inch touchscreen and smaller
options available in the respective trim levels,
and what looks like a big upgrade to the climate
control technology as well as just all around
creature comfort designs.
But we haven't gotten all the full scoops
yet.
It looks like there is a plethora of buttons
and controls under the Dual Climate Control
knobs on what presumably is the High Country
model.
But once we know more, we'll let you know.
Before we go, of course, I want to give something
away.
To be entered to win our giveaway, you want
to subscribe, share the video, and comment
below letting us know what you want to see
in the next episode of "The Haul" in the future.
Now, this time around, you'll be entered to
win the WeatherTech DigitalFit front over-the-hump
floor liners, and the winner will be announced
in the next news piece.
Now, speaking of announcing a winner, I want
to give a big congratulations to the winner
of our last giveaway, Scott W. Congrats, dude.
Definitely, spend the $100 gift card wisely.
Well, that just about does it for me.
You want to make sure you subscribe to our
YouTube channel to stay up to date on the
upcoming specs for the newly redesigned 2019
Silverado and the Sierra, which will be announced
later this year.
You'll catch more news pieces, upcoming truck
builds, and cool product reviews.
So keep it locked right here at americantrucks.com.
5 Reasons Pushrod Engines Still Exist
Engineering Explained:
Why Small Turbo Engines Are Not Efficient
Engineering Explained:
Hello everyone and welcome
Perhaps you have driven or perhaps you've purchased the vehicle with a small turbocharged engine and it claimed you know
It's going to have the power of a v6 and yet the fuel economy of a small four-cylinder
and then you're actually driving around and you're noticing your numbers don't quite match up with the numbers you saw on the sticker saying you're
Gonna get this kind of fuel economy in this car
so in this video
We're gonna be talking about why small turbocharged engines may not always get the great fuel economy
That they claim to and so we're gonna talk about some of the benefits
There are legitimate reasons why you might want to have a downsized turbocharged engine
But then we're going to get into why you may not actually see in the real world those kind of fuel economy numbers
That the manufacturers are claiming it will get and so starting off with the benefits
Why might you downsize an engine and throw a turbocharger on it? Well, the benefits are very real the engines smaller it weighs less
It's got less moving parts. You've got less friction. You've got less pumping losses
And so depending on the loading scenario on that engine how you're driving it you can actually get really good fuel economy with these small
Turbocharged engines, but then you start asking for power and things change up a bit and so looking at an engine here
And I've got plenty of videos talking about how turbochargers work, but a very simple representation here. We've got our engine
We've got the turbocharger this thing spools up with the exhaust gasses and it pulls in additional air
So let's say you know
We have atmospheric pressure within this engine that's about fourteen point seven or about fifteen psi. And
Using this turbocharger this compressor right here. We're able to add in seven-and-a-half psi of
Additional boost so now we've got about 50% more oxygen within this engine and as a result
We inject more fuel and as a result of having more air and more fuel burning we get you know
Somewhere around 50% more power. So the idea behind a turbocharger is very clever
It allows you to have small displacement engines that still get a lot of power
But it may come down to being power or efficiency
Not necessarily, you know both at the same time, even though there are ways to indeed have both at the same time
Which we'll get into later. Now. The problem with turbocharged engines is knuck
And so one of the things manufacturers have to design for is how do we eliminate not?
so what is not well as that piston is compressing that air & fuel mixture on its way up towards the top of the
Cylinder, you have your spark plug fire and it of course ignites the air fuel mixture
But the temperature and the pressure because it's turbocharged is very high
and so you may have
pockets where that air fuel mixture
Is hot enough that it ignites on its own and then as a result
You have two ignition sources
You have these
colliding flame fronts and in a worst case you can have quite severe damage if you have really bad engine nook and so a
Turbocharged engine it's adding in air. It's adding in fuel and
As a result you're having higher cylinder pressures
So each individual cylinder has higher pressures and as a result
Each individual cylinder has higher temperatures and all of this gives you a greater likelihood to have not okay
so what things can the
manufacturers do in order to eliminate not so that you can still have high boost levels high power and not have this knock destroying your
Engine. Well, you can use you can retard the ignition timing, but that means you're not going to be as efficient
You're not gonna make as much power so you don't want to do that
You can lower the compression ratio, which also means less power overall and lower efficiency
But you will often notice the turbocharged engines use
Significantly lower compression ratios than other style engines and that's to help reduce the likelihood of having knock and that in itself
Makes the engine less efficient
But the real kicker here and the real reason why you may not see great fuel economy
Using your downsize turbocharged engine has to do with the air fuel mixture at these higher loads
So what happens is as you floor it in that small turbocharged engine
It wants to avoid these high temperature scenarios in each cylinder and one of the ways it does that is by using a really rich
Air fuel mixture. So ideally you're running somewhere around fourteen point seven to one air to fuel ratio
That's the ideal amount where you're gonna burn all the oxygen. You're gonna burn all the fuel
It's gonna work out great
but when you're running at high boost levels and high throttle you're going to lower that from fourteen point seven to perhaps
Eleven to one perhaps twelve to one in order to bring the temperature in that cylinder down
And so that might seem strange that injecting more fuel actually brings the temperature down
but it does part of the reason why is as you inject that fuel and it has the phase change from a liquid to a
Gas, it drops the temperature within there
so you're injecting more fuel purely to lower the temperature within that cylinder and as
Of doing this you're able to avoid knock and create lots of power. Of course
The downside is by having that rich air fuel mixture. You're not creating power very efficiently
And so if you're to look at a graph of torque here on the vertical axis and then rpm on the horizontal axis
And you look at the torque curve of a turbocharged engine
So it'll start somewhat low come up as that turbo builds boost and then taper off as it starts to get
You know too much speed for that turbocharger. And so you look at you know, this is what your your peak torque is
What the engine is totally capable of and then if you were to look at you know
How much torque can you create how much torque?
Can you ask for how much throttle can you ask for from that engine before?
It has to start enriching that air fuel mixture in order to avoid knock and it's generally not going to be very much
So that's this line right here
so you can see that you know without applying too much throttle you're going to get past this point where you can still use an
Ideal air fuel ratio and still make efficient power then you're going to go beyond that
And once you're beyond that you're using that rich air fuel mixture, and as a result, you're getting lots of power great
But you're not doing it very efficiently and so with a naturally aspirated engine
Let's say a larger naturally aspirated engine which has its drawbacks. You don't want that many cylinders
You don't want that size necessarily for the low load scenarios. But as you add those cylinders
The amount of work that each cylinder is doing is less the amount of air and fuel going into one cylinder is less
So those cylinder pressures are lower
The temperatures are lower and as a result
you don't have to use as rich of air/fuel mixtures and so by using a
Less rich air fuel mixture in these high torque scenarios in a naturally aspirated engine you're able to get a better
You're able to get more power for the amount of fuel that you're injecting into it
So, you know the benefit of these small turbo engines at low loads you can get good fuel economy
But then once you start asking for those higher amounts of power and order for it to avoid knock
It has to use a really rich mixture and so you get poor fuel economy
Now, why do this? Why go this strategy?
Well from the manufacturers end if they're looking to publish, you know
EPA city and highway numbers and that cycle doesn't have much demand if the demand is all on this low-end
Well, then you can use a small turbo engine to kind of trick that test into showing great fuel economy numbers
whereas if you were to start getting into those higher load scenarios, those fuel economy numbers are going to go down and so
You know
that's kind of an interesting thing where it's a
manufacturer choice of how accurate do they want their EPA published numbers to represent the fuel economy that you're actually going to get and so
The next video that I make and I'll include a link to it
somewhere around here once it's actually published but the next video I make is going to be on
Mazdas
2.5 liter turbo and we're going to be talking about how they actually design in order to raise this level right here at which you
Can have increased loads and still be within that stoichiometric air fuel ratio and still get a good amount of power without
Sacrificing your fuel economy nearly as much as some other styles of small turbos
So look forward to that video if you have any questions or comments, of course, feel free to leave those below. Thanks for watching
10 Reasons Why Engines Lose Power Over Time
Engineering Explained:
Hello everyone and welcome in this video we're talking about ten reasons why engines lose power over time and a huge
Thank you to AutoTempest.com for sponsoring this video
This is an awesome website that brings together listings from all the major used car sites
So you can search in just a single location
And i'll include a link to that in the video description for you to check out now
I've organized this into four categories because internal combustion engines and more specifically gasoline internal combustion engines
really need four things in order for that smooth combustion to occur you need air you need fuel you need compression
And you need a spark
And so we're gonna walk through these different sections and talk about how your engine could start to lose power over time
Based on these four different parameters not working out so much in your favor so getting things started right off the bat with air
Filters, this is something super simple to fix
But you can get air filters that clog up with time as debris gets in there and so this can cause a pumping loss for
Your engine your engine has to work harder to bring in air because that filter is clogged up and it may not be able to
Pull in as much air and so as a result you can't make as much power
Number two is the throttle cable and this relates to cars with mechanical throttle cables this cable can loosen over time
It's a super simple fix to just retighten it it can stretch over time and as a result
You may not be able to open your throttle all the way and of course if you can't open your throttle all the way you're
Not going to be able to get in all of that air and therefore you're gonna be making less power now
That's talking about the intake side of it now
Let's kind of move to the exhaust side of it the air of course has to move through that engine nicely on both sides
So your catalytic converter can get clogged up over time from rich air/fuel mixtures. You know having the engine cold things like that
exhaust particulates can build up in there and you know the same thing can happen with your muffler number four you can have
Deposits build up in there reducing and restricting air flow through your exhaust causing additional pumping losses
And you know also these mufflers
as they age
Some of them can even rust and that internal piping can kind of fall apart and as a result it may not act as efficiently
As it once did number five is fuel injectors
And you know as a result of heat soak as a result of using poor fuel
These can get clogged up with time from particulates within the combustion chamber
Of course if they're clogged up
You know can cause
Misfiring it can cause your air fuel ratios to be thrown off and as a result you're going to be making less power
Also on the fuel side is the fuel pump and these can wear out over time and so you'll kind of notice this
Because on the low end they'll work just fine
And they'll be able to supply fuel and then as you get into those higher rpms with high loads or in you know higher loads
for a long duration
The fuel pump may start to struggle and not be able to meet that fuel demand and so you know you can kind of notice
That if you're going up hills if you're in that high load higher rpm scenario
And you're struggling to get power it may be a failing fuel pump that can't quite deliver that fuel quantity anymore
Number seven is piston rings wearing down, and this is one of those things
That's a bit more challenging
To replace because it requires stripping down the entire engine to get to those piston rings in order to replace them if you were needing
To do that basically a whole engine rebuild but these piston rings will wear against the wall over time and over time as they wear
You can have increased blow-by and as a result you're getting less
Compression so one thing you can really do to help prevent
Your piston rings from wearing is just make sure you stay on top of your oil change intervals to make sure that those piston rings
Are well lubricated,
against your cylinder walls.
Number eight and this one's going to play a big role in how much power you can create
And this is deposits on your valves and more specifically your intake valves so over time
you know especially in direct injection engines
Which don't have port injection where that fuel is being sprayed over the intake valve and constantly cleaning it off
And you have your positive crankcase ventilation system where you're sending oil back through your intake and then on to your intake valves
Or it can start to build up those deposits on it
so this can cause a lack of
Compression because that intake valve may not be able to properly seat in that valve seat and it can also cause
Backfiring you know as you're compressing back in you may be able to squeeze some of that air fuel
Past that intake valve and as a result you know you're not gonna have good compression
You could have backfiring if that
Combustion is able to exit past that valve and of course it also plays a role with your air and fuel as it can cause
Additional restriction for air flow to come by and it can mess with your air fuel ratios
Number nine is spark plugs and these can get fouled up with time from fuel, from oil, from carbon deposits,
And this can cause an inconsistent spark and of course misfiring
So you of course need your spark plugs in good working order in order to make peak power and finally number 10
We're going to talk about knock so as you start to have these deposits
forming
Within your cylinder walls and on your Pistons these deposits can heat up and cause knock and so if you do start to have knock
In an engine the first thing your engine's going to want to do is
Retard the timing so fire that spark plug later and as a result if it needs to do that to
compensate and to make sure you don't have knock you're going to be losing power because it's firing that spark plug later and again a
Massive, thank you to AutoTempest.com if you haven't yet, please check out the link in the video description
Nathan the company's CEO and fellow s2000 owner has shown a lot of love for engineering explained
so I'd love to show that love back to his website with all of you guys.
As always, if you have any questions or comments feel free to leave them below. Thanks for watching!
FOR SALE - This 2013 Copo Camaro with all three engines
Courtesy Chevy:
This COPO Camaro is for Sale - with all three
Engines. For Details Contact Jeremiah at 888-267-5511
Ford F-150, Ram 1500 and Chevy Silverado: Battle for Pickup Truck Supremacy | Edmunds Video
Edmunds:
[MUSIC PLAYING]
NARRATOR: This is Edmunds
exclusive three-way comparison
of America's most
popular pickups.
We'll drive them on the
road, take them to our track,
tow an airstream trailer, and
even put a quad in the bed.
After all that, we'll tell
you which one is the best.
[MUSIC PLAYING]
DAN EDMUNDS: This is the
all new Ram 1500 pickup.
We've been big fans of
the Ram for a long time
because last time around,
they added coil spring
rear suspension, which made
the ride just so supple,
and it made really
good towing stability.
This particular
example is a Laramie.
It's a nicely equipped truck,
it's not too expensive,
and from here, you can add all
sorts of interesting options.
[MUSIC PLAYING]
TRAVIS LANGNESS: And this is
the all new Chevy Silverado.
It's redesigned from the
ground up with different body
and frame materials.
It's longer, taller, and
wider than the previous model.
And what we've got here
is the LTZ trim level.
Now, this one's got
the 5.3 liter V8,
but it's also mated with
the new 8-speed automatic.
We picked it because we like it
right in the middle of Chevy's
line.
[MUSIC PLAYING]
ELANA SCHERR: The Ford F-150
is one of the top selling
vehicles in America.
It's well-known for its
lightweight aluminum
construction and a wide variety
of trim and engine options.
For our test, we have
the mid-level lariat
with a 3.5 liter V6 EcoBoost.
[MUSIC PLAYING]
DAN EDMUNDS: We're going
to put these trucks
through their paces
to see which one
is the best one you can buy.
Let's get to it.
[MUSIC PLAYING]
ELANA SCHERR: Getting
into the F-150
is more like walking
into an apartment
than it is getting into a truck.
For me, the truck is
actually almost too big.
I feel like I'm
floating around in here,
and I can't reach all
of the soft spots.
But I can reach
all of the controls
very easily with the
exception of the trailer brake
adjustment, which
makes Dan really angry.
The interior looks really
nice from a distance,
but as you get
closer, the materials
aren't as nice as they look.
They're plasticky and hard.
Two things I really
like about this truck
that I think are very unique are
the way that the doors or cut.
It gives a lot of visibility
and it also looks interesting.
I also like where the
door handles are placed.
They're tucked away in here,
and you hit them from the top
rather than pulling
them from the side.
It's pretty cool and
they're really easy to use.
Overall, I think
that the interior
is nice, but not exceptional.
It's really something that's
best viewed from far away.
I bet it looks great in photos.
[MUSIC PLAYING]
TRAVIS LANGNESS: So
this is the inside
of the all-new Silverado.
There are some small changes,
some things that are nicer.
For instance, this
touch screen is new.
It's got new graphics
that looks pretty good.
And also this giant
center console is new.
And one of the things
I like about this is it
feels very at home for a truck.
It's simple and everything
is at an arm's reach.
One of the things
I'm not a huge fan of
is how far out this dash
feels like it sticks.
Feels like it intrudes in
the cabin a little bit,
and also intrudes on this
center console space.
And also this little
bin here, there's
not much to organize it.
Your things are just
going to slide around.
For instance, if your
phone is mounted up here--
you hit a curb, it's
just going to fall over.
But basically, this is the
Silverado's new interior
and I'm a fan, but
it doesn't wow me
as much as some of the
other competitors do.
[MUSIC PLAYING]
DAN EDMUNDS: This new
Ram is really impressive,
and you see it the
moment you get inside.
One of the things I
really like about this,
and I'm surprised to
hear myself say it,
is this center
console is amazing.
All the actions here--
I mean, this is big.
You could put a couple of
purses and a laptop in here
at the same time.
You can put your drinks here.
Look at this, my
phone's plugged in,
but it snaps in there
with the cord attached.
The other thing I like
is the Uconnect system.
Now, Apple CarPlay,
Android Auto--
the 8.4 inch Uconnect and
this one both have it.
It's all really easy to use.
There's swiping, and pinch
zoom, and all of that stuff.
Another unique feature
is the sunroof.
I'm not a huge fan though,
because it's $1,300.
It's quiet when it's open, but
it does let in a lot of heat.
Overall, the Ram 1500's
interior is on another level.
The other two trucks feel
like they're catering
to their existing buyers.
This one looks like it's trying
to win over new converts,
and I think it will.
All of these trucks
are crew cabs.
Ram used to be third
place out of these three.
But this year they've
added four inches
to the wheelbase, four inches
to the length of the cabin--
they put all of it back here.
But what's really good about
the Ram is the seat back
angle is much more
pleasing, and they do this.
Ah-- the others can't
match this right now.
But also, if that
wasn't enough, we've
got a center console--
a pretty big one.
The whole center of
the seat folds down,
and there's a couple
of cup holders here.
The back seat area of the Ram
has the other ones covered.
[MUSIC PLAYING]
TRAVIS LANGNESS: One of
the main reasons people
buy full-sized trucks is so they
can carry around their toys.
We've got this 750
pound Honda Rubicon.
I'm going to load it
into all three trucks
and see how it goes.
All right, so let's open
up the Chevy power up,
power down tailgate.
DAN EDMUNDS: Yeah.
TRAVIS LANGNESS: Woo, fancy.
[MUSIC PLAYING]
ELANA SCHERR: Well done, Trav.
TRAVIS LANGNESS: Thank you.
So are you putting all the
ratchets in the front, Dan?
DAN EDMUNDS: I'm going to put
one on each side in the front.
And I'm going to go
for the lowest hook
down here just because
that seems to be
when I get the best angle.
TRAVIS LANGNESS: OK.
A lot of guys, if they
get this further forward,
they're going to bend it up
halfway and strap it down,
or a lot of people will
just roll with it like this.
DAN EDMUNDS: You could
buy a longer truck.
[LAUGHING]
This crew cab-- if
you get the quad cab,
you're going to
get a longer bed.
ELANA SCHERR: I never
realized that that
was what quad cab meant.
You can put a quad in it.
DAN EDMUNDS: Well,
I guess that's it.
Touche.
TRAVIS LANGNESS: All right.
Well, let's take
it out of the bed
here and put it in
the other trucks.
DAN EDMUNDS: Going to need this.
TRAVIS LANGNESS: Thank you.
Safety first.
DAN EDMUNDS: All right.
ELANA SCHERR: Well done.
All right, Dan, let's get the
quad in the back of this one.
DAN EDMUNDS: Yep.
TRAVIS LANGNESS: So it's damped,
but it's not a power tail gate.
DAN EDMUNDS: Not power,
this is just dampened.
ELANA SCHERR: Also
(GRUNTING) no step on this.
[MUSIC PLAYING]
DAN EDMUNDS: All
right, there we go.
All clear.
[MUSIC PLAYING]
ELANA SCHERR: Woo!
TRAVIS LANGNESS: That
was a little fast, man.
ELANA SCHERR: You were
right earlier, Dan.
You said this bed
was a lot shorter,
and it really is-- like, you
have almost the entire tire
out.
TRAVIS LANGNESS: These tires
are completely on the tailgate.
Which one has a better system
in the back, you think?
DAN EDMUNDS: The
Chevy's lower tie downs,
I like that a little better.
But it's also got a
slightly longer bed.
Although neither one of them
was long enough for this ramp
to fit in with the
tailgate closed
without putting it in sideways.
TRAVIS LANGNESS: Let's
take it out of the Ford
and put it in the Ram.
DAN EDMUNDS: There you go.
ELANA SCHERR: Oh, beautiful.
DAN EDMUNDS: Like butter.
ELANA SCHERR: Show
off for me, Dan.
(SURPRISED) What?
Magic.
DAN EDMUNDS: Yeah, right?
If I had my hands
full from Home Depot,
I wouldn't have to
put anything down.
ELANA SCHERR: Yeah, but I
still don't have a step.
At least I have a little
handhold on this one.
[MUSIC PLAYING]
DAN EDMUNDS: We're good.
[MUSIC PLAYING]
ELANA SCHERR: Nice!
DAN EDMUNDS: All right,
that was a little better.
You only got a
little bit of air.
TRAVIS LANGNESS: The tie downs--
how well would you compare them
to Ford?
DAN EDMUNDS: Well, the
thing about the tie downs
is they're nice and
low, so I like that.
And they're really big.
TRAVIS LANGNESS: Yeah.
Those are much larger than--
DAN EDMUNDS: Even the Chevy's
TRAVIS LANGNESS: --Ford
ones, especially in the rear.
And this is sitting almost
completely on the tailgate,
right?
ELANA SCHERR: I think
it's right in between.
I think the Chevy
had the most room,
and the Ford was the shortest.
TRAVIS LANGNESS: Well, let's
take the quad out of the back
here and move on
to the next test.
[MUSIC PLAYING]
ELANA SCHERR: Expert
level unlocked.
[LAUGHING]
So we successfully loaded
the quad in all three trucks.
Any of them would work.
Do you guys feel like there was
one that was a clear winner?
TRAVIS LANGNESS: Yeah.
I know it's the truck I
brought, but I like the Chevy.
The multiple tie
downs, and the fact
that you had that side-step on
the tailgate to get in and out.
I felt like that
made it the easiest.
ELANA SCHERR: I
definitely liked the step.
What about you, Dan?
DAN EDMUNDS: Yeah, I agree.
But I do like the Ram's hooks
because they're really low
and they're really big.
I was able to put two
straps on them with ease.
So, not bad, but yeah, the
Chevy's a little better.
ELANA SCHERR: Sounds like
the Chevy wins this one.
[MUSIC PLAYING]
To do a full-on tow test
on any one of these trucks
would take the whole episode.
But we wanted to illustrate
some of the tow tech
and how easy it is to use.
To do that, we've got
this Airstream 25FB--
it's the Flying Cloud.
And it's about 25 feet
long, about 6,500 pounds,
and it'll be great to showcase
what these trucks can do.
[MUSIC PLAYING]
[BEEPING]
DAN EDMUNDS: I wonder
where Travis and Elana are?
They're leaving me to
do all the hard work.
Want a soda back there?
ELANA SCHERR: (GROGGILY) Wha?
[MUSIC PLAYING]
DAN EDMUNDS: Good to go.
The Ford works pretty well.
The problem I found
there is they've
got this Pro Trailer
Backup Assist
system that they talk
about, which sounds great,
but it's theoretical because I
can't use it on this trailer.
This sticker is supposed to
go somewhere in this area.
And you can see the propane
tanks are in the way,
so I can't install this
on the trailer, which
means I can't use Pro
Trailer Backup Assist.
The Silverado, it's
got a lot of power,
but the camera
wasn't my favorite.
To me, the Ram is
golden because it's
got a much better camera
that's easier to use.
Time to roll.
[MUSIC PLAYING]
We then hit the highway and
headed for the nearest hill.
All three were able to pull
it up the grade easily,
but the F-150 felt more
willing, while the Ram
was the most stable in
corners and cross winds.
[MUSIC PLAYING]
ELANA SCHERR: Well, the
F-150, or the F-series trucks,
are the best selling
trucks, right.
We talked about that.
And I can see why
people like them.
It's a really predictable
truck, it does everything
that you need it to
do, it's quite quick.
They have a ton of
different options
for engines and interiors, so
you can find one that you like.
The engine in this truck
it is never working hard,
which is not something I
normally say about turbo V6s.
Even if they have
a lot of power,
you're way on the throttle
to make that happen.
That is not how I feel here.
I feel like you can use just a
very small throttle application
and be right up
to cruising speed.
There's a little bit of
delay-- a little lag, mostly
if you surprise it, and that
might be in the transmission.
DAN EDMUNDS: Now, that
10-speed here is really clever.
I mean, you don't know that it
has 10 gears to choose from,
because it's really nice
at picking the right gear
at the right time.
So you don't feel like it's
shifting all over the place.
So this is a really
nicely sorted 10-speed.
ELANA SCHERR: This is an
extremely comfortable truck.
You get a little bit of
road feel, but not a lot.
In fact, I think Chevrolet
was a little more road feel,
and definitely more road noise.
One of the things that really
stood out to me in this truck
is how quiet it is in the cab.
I think it's a
good looking truck,
and they also did a pretty
nice redesign on the nose.
And so, it's very striking.
The lights in the grill are
integrated really beautifully,
and there's a lot
of small details
that you'll appreciate if you
spend a lot of time looking
at the truck.
DAN EDMUNDS: They've got
these huge mirrors, though.
They're a little too huge.
ELANA SCHERR: Yeah,
the mirrors are ugly,
and I already hit
a bush with them,
and not even on a small street.
If you put this truck
against the Silverado
and asked me which one was
more recently redesigned,
I would think this
was the newer truck
and that was the older one.
DAN EDMUNDS: Yeah.
ELANA SCHERR: I am
a little bit proud
that the truck
that I brought has
the best numbers at
the track, and it also
has the highest torque.
So it's a 375 horse, but
it is-- you ready for this?
470 torque.
That has all the
torques, and I win.
TRAVIS LANGNESS: [LAUGHING]
It's all the torques.
DAN EDMUNDS: Wow, you do win.
TRAVIS LANGNESS: That has
a lot to do with the fact
that this one is turbocharged
while the other trucks are
naturally aspirated.
And one of the
other things that's
interesting about the track
performance in these trucks
is all of them stopped from 60
to zero in our panic braking
test within feet of each other.
DAN EDMUNDS: Yeah,
that's pretty good.
TRAVIS LANGNESS: That's
pretty remarkable.
DAN EDMUNDS: Those numbers were
about five or six feet better
than they were the last
time these trucks were new.
So there's been
improvement over time.
And that's good to see
because trucks have always had
the longest stopping distances.
And they still do, but
now, the gap isn't so big.
ELANA SCHERR: Yeah.
I feel like all the
manufacturers are really
recognizing that
people use trucks
for a lot of different reasons.
I mean, towing
toys, towing horses,
but also just as daily drivers.
And they're really
working on making
them safer, and more
comfortable, and more
pleasurable to drive.
So that's nice.
It's good to know that the
audience is being heard.
TRAVIS LANGNESS: I
know this sounds weird,
but the Ford is the most
fun to drive for me.
The handling and the steering,
for me, are the best.
But those may not be things
that people that want a track
are concerned with.
DAN EDMUNDS: I like
the Ford's powertrain--
it's really powerful.
And the 10-speed
automatic is just
so nicely calibrated when you're
towing, when you're not towing.
I really like that.
[MUSIC PLAYING]
ELANA SCHERR: Travis,
you've spent the most time
of any of us in this truck.
But to me, just getting in
it, it doesn't look new.
TRAVIS LANGNESS:
That's the impression
I not only got when I first
saw the truck, but after 1,400
miles in the truck from
Wyoming to Los Angeles.
It doesn't feel
completely redesigned.
And also, under the
hood it feels the same.
So the 5.3 liter V8 gets a
new fuel management system.
And now, it's paired to the
8-speed automatic instead
of the 6-speed, which has
a little bit faster shifts
and it's a little
quieter on the highway.
I like that it
doesn't rev as high.
ELANA SCHERR: Dan is going to
hate me for this because there
is no scientific
way to measure it,
but Travis how do
you feel the truck
jealousy is on this truck?
And you know what
I'm talking about.
It's like, who's looking at it?
TRAVIS LANGNESS: I do.
I do.
This one I feel
like is particularly
polarizing-- just the new
Chevy look in general.
It's got a lot of
chrome on the front end.
Some people love it,
some people hate it.
From the back on the
sides, some people
can't really tell
the difference.
And then, of course, the
power tailgate in the back.
You load all your stuff
and you press the button,
and they've got to push it up.
There's a little bit
of truck jealousy
there, just a small amount.
ELANA SCHERR: You
nailed it when you said
the front end is polarizing.
I mean, it's got these
weird origami folds,
and like slots and tabs,
which I guess are for aero,
but they are unusual looking.
DAN EDMUNDS: I mean, I
like the new Silverado,
but it doesn't feel like
a brand new Silverado.
It feels very evolutionary,
not revolutionary.
ELANA SCHERR: I'd
be happy to drive it
but I don't want to look at it.
[LAUGHING]
[MUSIC PLAYING]
One of the things that I noticed
about the Ram when I got in it
was that the steering
felt a little heavier,
but in a good way.
DAN EDMUNDS: Yeah, it
has really good feedback.
You really know which way the
tires are pointed at all times.
You get a really good
sense of straight
ahead when you're
driving straight.
You don't have to make
a lot of corrections,
you don't have to
think about it.
It goes where you want to go.
And in corners it feels nice,
when driving straight it
feels nice.
This is the best steering
of the bunch by far.
Whatever they've done,
it works, and I like it.
The ride comfort
is nicely damped.
It's quiet, there isn't
a lot of road noise.
The engine makes
a noise you like
to hear when you lay into it.
But when you just
cruise, it just
fades into the
background-- there's not
a lot of wind noise.
This thing is
really nice riding.
I mean, what you
see is what you get.
This truck has coil
spring suspension
which is really good.
There's less friction
when it hits a bump.
The other thing I
really like, the fenders
are cut down real tight
to the headlights,
and it's really easy to see
the corners of the truck.
It feels like I
could see it right
in front of it,
which is something I
can't say for the other trucks.
ELANA SCHERR: Is
this the biggest
engine you can get in a Ram?
DAN EDMUNDS: It is.
The 507 HEMI is the
top of the range.
There's two versions
of it, though.
They both make it
395 horsepower,
which is more than
the other to trucks,
and 410 pound feet of torque.
The 507 HEMI that we have here
does not have the new eTorque
system-- that's coming soon.
And that system is a mild
hybrid system that basically
improves fuel economy.
This one is good
for 17 MPG combined,
but the eTorque version will
be good for 19 MPG combined,
which is the same
as the 3.5 EcoBoost.
This is the 8-speed that
Ram introduced in 2014
in the last generation
truck about halfway through.
And we really liked it then
when it first came out.
We had a long-term EcoDiesel
with that transmission,
and it was perfect.
ELANA SCHERR: I can easily
imagine the Ram engineers
sitting together in a
room and really saying
what do truck buyers
want, what do they need,
and how do we give it
to them, because that's
what this truck feels like.
DAN EDMUNDS: To me, the Ram
is the best truck to drive.
I really like the steering,
the 8-speed transmission
does everything I need it to do.
There's plenty of power, and the
link coil suspension not only
rides nice, it's also really
stable when you're towing.
TRAVIS LANGNESS: It's definitely
a classy look that I enjoy,
not only parked in my driveway,
but driving it on the highway.
[MUSIC PLAYING]
DAN EDMUNDS: All three of
these are solid trucks,
and fans of each brand
won't have any trouble
if they buy a new one.
But we've got to pick a winner.
TRAVIS LANGNESS: In third place,
we had the Chevy Silverado.
It's completely redesigned
and more capable than ever.
But in our tests,
it doesn't have
quite what it takes to edge
out the Ford and the Ram.
ELANA SCHERR: We really
liked all three trucks.
But from the very
beginning one stood out,
and it wasn't the Ford.
The F-150 might be the number
one selling truck in America,
but it turned out
number two in our test.
DAN EDMUNDS: That leaves the Ram
1500 as the winner of our test.
It's Edmunds top-rated truck.
The others may satisfy
brand loyalists,
but this one could
win some converts.
Well, that was fun.
TRAVIS LANGNESS: I
had a great time.
We got to do it again,
but first, dinner.
GROUP: Tacos.
[MUSIC PLAYING]
DAN EDMUNDS: For more
videos like this,
be sure to subscribe
to our YouTube channel.
And check us out on
Instagram and Facebook.
[MUSIC PLAYING]
Here's Why New Car Engines are Burning Oil
Scotty Kilmer:
rev up your engines, today I'm going to talk
about a problem with modern cars that
have engines that burn oil, and I'm doing
this because lately some of my customers
have told me that, they have a car engine
and it's burning oil on a car that's new
or year old, two years old, they change
the oil all the time, but they go to the
dealer and they say, why is my car
burning a quart of oil every thousand
miles or less, to be told by the
dealership, well that's normal for that
car, well it may be their definition of
normality, but it's not right
and I'm going to show you the history of
car engines to explain why it's not
right, now here's a cool model of a
four-stroke engine, on the intake stroke
the piston goes down, the intake valves
opens, air & fuel mixture goes inside the
cylinder, then on the compression stroke,
the valve closes, the mixture is
compressed, and at the top the spark plug
just fires, then it pushes down the
compression to give you a power, and then
the last stroke, the exhaust stroke, it
pushes up, the exhaust valve opens and
the spent fuel goes out the exhaust, it's
called the four-stroke motor, because it has
four strokes
it has intake, it has compression, it has
power, and it has exhaust, so every time
the engine fires, there's four parts to
that firing, now two-stroke engine only
has two strokes, they pollute a lot more
it's a total loss oil system, you have to
mix the oil with the gas and it just
burns it out to lubricate it
they pollute so much that in most cases
they're illegal, they do have some more
modern versions that work better, but for
all intents and purposes, the engines
we are driving are four-stroke motors, and
being for 4-stroke motors they should not
burn oil at all, if they do there's a
problem and here's where the problems
are, the oil control ring on the piston
keeps the oil from the crank from
getting by the piston and burning inside,
if these oil control rings are bad or if
the inside of the cylinder itself is
worn, it will burn oil, and a classic
example this was the old Chevy Vega, the
engineers came up with this idea to have
an aluminum block engine, aluminum is a
lot softer than iron but it weighs less
but they
coated it with Teflon and they thought, well
that'll keep the aluminum from wearing
and it won't burn oil, but that's what
that Teflon coating wore off real fast,
I had a friend with a Chevy Vega back in
the 70s, he was burning a quart of
oil every sixty miles in that stupid
thing, so if the oil control ring is worn
or the cylinder is worn, you're going to burn
oil, here's a piston I took out of an old
motorcycle engine, it didn't burn any oil
as you can see, the oil control ring, hey
they're chrome-plated they're really
well built, if you build them right they
won't burn oil, and the other way
they can burn oil is. the intake valves
suck the fuel and air in, well they can
also suck in oil if the seals on the
valves here are bad, the oil gets stuck
from the top of the engine by the seal
and be sucked inside and then burned, now
my grandfather who was also a mechanic
he was born in the late 1800s and the
early cars, they didn't even have valve
seals in them, they just sucked oil in and
burnt like mad, it was expected that they
burnt oil and every winter you'd have to
take the engine apart, you'd have to
clean off all the carbon from the burn
oil and rebuild the engine, but modern
cars should not be that way, here's my 25
year old Celica,
it's got 240 thousand miles, it still
doesn't burn any oil,
my wife 17 year old Lexus, it doesn't
burn any oil, and here's your previous
car an 11 year old matrix it doesn't
burn oil either, but there are quite a
few modern cars that are now burning oil
that shouldn't, as an example, the 2010 to
2017 Chevy Equinox with the 2.4 liter
four-cylinder engine, many of them burn
more than a quart every thousand miles
and there's a class-action suit against
that one, again the dealership might tell
you, oh that's normal for those cars and
maybe normal for that car, but it's wrong
you don't want to buy a car like that,
because if you change your oil and filter
regularly like your suppose to and
use the oil they ask, in this case it's a
5w30 oil, your engine should not burn
oil, as the engine fires, the oil should
remain in the crankcase, it shouldn't get
inside the cylinder and burn, that's just
bad engineering or bad manufacturing
processes, and with many cars these days
going to GDI
gasoline direct injection and turbo
charging, there's higher and higher
pressures inside the engine, higher
pressures inside the fuel injection
systems, so quality control and
engineering has to be top-notch,
or you'll end up with an engine that
burns oil, and let's face it, nobody wants
to buy a car and then get in a
class-action suit, what a hassle, so we
still live in a free society, you can
vote with your money, nobody's holding a
gun to your head and says you got to buy
this particular car, do a little research
online, you find out one manufacturer has
problems with engines burning oil, don't
buy that manufacturers car, it's that
simple,
don't listen to any nonsense that they
might tell you that, oh it's normal for
these engines to burn oil, because as
the old joke goes, what's the difference
between a lawyer and a liar, just a
couple of letters, and what's the
difference between a salesman and a liar
nothing they're exactly the same, and for
you, there's nothing worse than putting
out your hard-earned money to buy an
expensive new car, only to find that in a
short period of time, the things burning
oil and from this perspective, do what I
always do, never ever buy a brand-new
engine design that just came out, no one
knows what the history is, like with that
old Vega people thought, oh great an
aluminum block will put Teflon in it, only
to find that a few thousand miles later
the engines are burning oil like mad
because the Teflon all came off, so before
you buy another car, do some serious
research and you can always ask me
online, I'll tell you which ones burn oil
which ones don't, because we may live in
a complex society, but when it comes to
four-stroke gasoline engines, one thing is
simple, they should not burn engine oil,
so if you never want to miss another one
of my new car repair videos remember to
ring that Bell!
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