Combustion Engines

It's on for a reason. It means that there is a malfunction in one of the engine control devices. Take the car to a shop and have them extract the codes, or if you want, go and get a repair manual for your car, and do the diagnostics yourself.

b20- 145 hp- 6800 rpm

b18a or b18b- 143 hp 6800 rpm

b18c1 -180 hp -7400 rpm

b18c5-210 hp- 8400rpm

if you can get ahold of a b18c1 , not cheap, but overall performance, better hp, low end and top end, but depends on budget.

honestly, neither, do what i did. I got the block from a b20b and used a b18c1 head, and wired the vtec i make about 201hp

you have to think about torque.

the b20z makes 133lbs of torque that's 6lbs more than the b18a/b and 8lbs more than the GSR.

Low to midrange torque is what gets you moving from a dead stop.

The final decision of which is "best" varies individually of the person using the engine and their needs.

And yes you can add a vtec head to the nonvtec bseries engines.

But theres no way possible you will make 201 hp(not at the crank and def not at the wheels) on stock bottom end and head. Plus you cant spin a b20vtec to gsr redline so its not going to be the same no matter how you look at it.

yes

You will need more information than this. Hopefully what type of vehicle or equipment it came out of, how many cylinders or where did you find it. Most auto manufacturers have their logo on various parts installed on the engine.

DTS-I means "Digital Twin Spark ignition".....

Miss or vacuum leak.

Engine overheating can be caused by any number of problems, large or small. The most obvious is a lack of water or antifreeze in your car. Without coolant, your car will (naturally) overheat. Usually if an engine is overheating it is accompanied by white smoke coming from under the hood by your cylinders, (below your spark plugs). White smoke is steam, and is usually burning antifreeze or water that has leaked into your cylinders and is being combusted along with the air and gasoline. One possible cause of this is a melted / old / worn head gasket. That was my problem :). You should let the car cool completely, so you do not burn yourself, then check the coolant level inside the engine. You MUST wait until the car's engine is cool, because the temperatures in an engine can reach over the boiling point of water, and if you open the cap to check the water levels, and the steam rushes out, you risk burning or blinding yourself. Other than that, i'd advise talking to a professional, or a engine-inclined friend for a more through inspection. Good luck!

222bhp

This casting goes to 80-84 Chevy. It is a V6 3.8 litre engine. Commonly found in Malibus of that year and or El Camino's or OMC marine motors.

Yes

Compression

A convert cc has 350 horsepower

no no no no no no no no no no no no no no no no no no no no

No

The first figure is the UTS of the bolt in hundreds of Mpa (so an 8.8 bolt fails at 800 Mpa) while the second figure is the percentage of UTS at which plastic deformation occurs, divided by 10. (so your 8.8 bolt stretches permanently at 80% of 800 Mpa, or 640 Mpa).

With the above mentioned answer, it is pretty much correct except for the twin engine aircraft. For the twin engine aircraft, the critical engine is the one that produces a thrust line closest to the fuselage. Example: if the twin engine aircraft is equipped with 2X engines which have the propeller rotating in a clockwise direction, then the left engine will be the critical engine.

This is because the down going blade on the left engine will produce a line of thrust closest to the fuselage compared to the right engine's propeller. So it is safe to say that if the left engine fails, the aircraft will be harder to control because the thrust line produced by the live engine on the right side has a longer arm from the fuselage causing a higher moment wanting to yaw and roll the aircraft to the left which is harder to control compared to if the right engine fails, such as the Piper Twin Comanche aircraft.

However, if the twin engine aircraft is equipped with counter rotating propellers, meaning, the left engine prop rotating clockwise and the right engine propeller rotating counter clockwise, then there is no critical engine, because both down going blades of the propeller produces a thrust line both equal in distance from the center of the fuselage.

The most simple way to bypass immobiliser is to drill out the bolts or do like i did and chisel off the black box on the back of the fuel pump. behind the black box you will find a fuel shut off solenoid ,put a live to the terminal (black and yellow wire that plugged into black box) you have now by passed the immobiliser

I believe this is not relevant as the 2.5L engines use timing chains and not timing belts. No required maintenance- no belt to break.

Or suspension component bushings.

Not really, the engine has little mass and will just stop. Stalling will stretch primary and drive chains perhaps and could put excessive strain on the transmission.

by driving like a nob or simply by carefully placing a c4 and a timer? :)

and what exactly the reason in blowing your engine?

Yes.

fabricated using quality stainless steel known as Stainless Steel Seamless Tubes

351