Fuel and Engines

the tranny could be mis-shifting(auto), this is an electonically controlled tranny.....and could be complex... service the tranny, and when refilling add a LARGE can of Trans-X, this will free up the valve body... if its a stick trans, or auto, the STRUTS could be going, or front control arm bushings...etc...front end stuff... check all the basics in the tune-section of a manual, and keep at it until your F*&^%&^%groovin again..:) also the library should have a professional shop manual available in the reference section for FREE to make copies of--the PRO manual has more detailed info, and may have wiring diagrams when needed...read up and fix 'em like a PRO...good luck Dave :)

The electromagnetic engine should ideally perform exactly the same as the cumbustion engine. The engine Ive designed and patent applied for, mounts a retrofit head with multiple electro magnets lined up concentrially with the pistons. The strength of the feild is controlled by the ammmount of windings. My design applies the "power" every fourth stroke same as your engine does now. Itutilizes only repulsive force. That allows the feild to dissapate completely, and have no restrictive effects on the rising piston. The force should replicate a piston speed of 16m/s @ 3,000rpm's. Once the force is determined the amount of windings is adjusted and the electromotive force will match the fuel/ air explosion force. Then you just hook up the spark plug wires to the electromagnets instead of the plugs and get in! With multiple alternators charging at 35amps you should be able to drive from nome Alaska to the Cape of Good Hope with out stopping. The closer to the combustion operations you can stay, the less need to re-educate users on its use. My "retro-fit" is so non invavisve, You probably wont know the difference between the two. == ==

Hard to get them to meet new emission standards...its impossible for Wankel/rotary engines to meet emmissions standard due to a serious fundamental design flaw. That is, the piston crown and combustion chamber surface area ratio to the cylinder and combustion "chamber" volume. The dish in the middle of the rotor. Its like a very (very) short stroke conventional engine. This results in a very large dead space (typically referred to as squish area) when the piston is at top dead center (TDC). This squish area ejects a large portion of the air to be used for combustion, into a more compact chamber either in the cylinder head, or in the piston or rotor crown (as is the case with the wankel). While this "squished" air help generate turbulence for an effective and rapid burn at ignition, there is (in the wankel) a large portion left in the space between the rotor and cylinder perifery, which, while it eventually burns, it doesn't burn efficiently (completely) through the period of peak compression. Further, there is a zone around the rotor sides where there is more dead space above the rotor side seals and chamber that burns very late and poorly in the process. Further to all this...when the rotor is at TDC, there is a large...I mean "large" banana shaped area each side of the rotor "chamber", between the chamber & rotor tips with a massive surface area vs volume of air for combustion. This banana shaped volume creates a very long path for ignition and the surface area quenches a lot of the initial heat from the ignition and impairs the combustion reaction markedly. Having said all this, the wankel engine is a very mechnical efficient design, albeit with an inherant serious flaw goemetrically impossible to over come.

your best bet is a haynes manual for that year of truck i got one and it shows the carbs completely torn apart and labeled im assuming its a rochester 4bbl? u can also call rochester up and ask for diagragms

B/c a bit of stretch makes it gentler on the body to be caught by the belts in case of an accident. If they were entirely rigid, the stop would be more sudden and hurt more.

About 244 cubic inches.

this was the first answer on google... do some research. Link is on the related links box below.

cab lot of answers to that one but first place to check, is to make sure automatic choke is shutting off completely Spark plug gap is pretty important. Pull the plugs and gap to .30 to .35 and that may help the engine to run more smoothly.

fuel pump if mechanical

you need the fast idle adjusted on the engine you may have idle set where it sounds fine in idle but not high enuff when dropped in gear.

Replace the idle air control valve right below the throtle body this can be a very expensive part so go to a u pull it junk yard

Overall it is about 20%

use a socket 3/8m and make line tape the length and width and multiply by whatever is length

A 6.0 Cubic liter engine is APX. 366 cubic inches. A 5.3 liter engine is 323 (advertised as a 327) cubic inches. A 8.1 liter is 494 cubic inches.

3.8 liter tauras and sable, t-bird 3.8 wont work.

In diesel engine ,air alone without any fuel is drawn by the falling piston during inlet stroke. In petrol engine, the mixture of air and fuel is drawn in by the falling piston during inlet stroke.

There is no difference in the act of actually setting the timing. Inlet valves open slightly before the piston reaches top dead centre, by how much depends on the manufacturers specifications.

follow the muffler pipe back to the engine block, and your should see a black cord of some kind sticking out, if not then its under the gas tank or some kind of paneling. you might have to go to google images and type in your exact type of engine and everything.

my 02 jetta, with 77,000 miles just started. relay switch, main fan, timing belt, breaks, water/fluid pump, catalytic converter, temp gauge, gasket/seals, new hoses and I forgot about-- alternator at 50k DITCH IT

there is no fire or gas, is it a security problem? if so how do i fix it

The Vision's TSi trim code always incorporated the 3.5 liter engine (not the smaller 3.3 liter engine). Technically, the 3.5L engine is "considered" an interference engine by sources I've read, however in practicality, it may as well be considered a non-interference engine.

This means that when the timing belt breaks when the engine is in operation, allowing the valves to function out of sync with the pistons, no valve damage is expected. (You would normally expect valve damage in this situation because the pistons would smack the free running valves, e.g. the valve would be open--lower into the chamber--when the piston might be at full up stroke.)

A diesel engine works by compressing its fuel (which raises its temperature). When it has been compressed to a certain point its temperature is raised sufficiently for it to ignite by itself, without the need of an external spark.

P0300 is caused by a detection of random cylinder misfires. Start by checking/replacing the distributor cap, considering ignition tend to be the most likely and easily resolved problem causing this.

'cos you is grippin' the throttle two titely out of fear.

It is the three wire sensor on the throttle body opposite of the throttle cables.

Are you kidding? hypothetically an engine can run with one dead cylinder. If you were to remove the number one piston and connecting rod the engine would probably run better than you think but why in Gods name would you.