procyon

Right, machining keyways into the crankshaft, camshafts, damper, and their respective sprockets is not free. These keyways are typically only a short radius away from centerline. Therefore, high accuracy (tight tolerances) are necessary in order to have good timing accuracy. The keyway also is a significant source of stress concentration which can lead to fatigue failure. Removing the keyways makes it easier to have high timing accuracy at lower cost or even better accuracy for maybe the same cost. I don't know the real cost to benefit analysis. On the I4 Duratecs, the crankshaft timing pin tool contacts on the outside of the crank counterweight which is a much farther radius out from centerline than the outside diameter of the crank snout. The slots across the backs of the cams are carryover from the old Zetec engines, so that isn't anything new. Even uses the same timing tool. It's about the best of an alignment method you can get on the camshaft without having some part have a large radius which takes up space. The full length slot (2x radius length) is better than a keyway (1x radius length) assuming the radii are equal. Sure, there is more risk of the timing slipping. In fact, they did have issues with the timing slipping at the crank of some of the first I4 prototypes. That is why the very thin friction shims were added to both sides of the crankshaft sprocket. These provide a 2 or more times multiplier of the coefficient of friction between the surfaces. If you do any bolted joint design, you will know how much of a huge help this would be in keeping surfaces in shear from slipping. If you google ESK friction shim, you will find the Ford I4 engine crank and crank sprocket setup. Ford is not the only OE using friction shims in the powertrain.

I doubt that the crankshaft in the V10 could take the added power while still meeting durability requirements. From what I have heard, it's rather bendy with the split pins required for even firing.

The weld material itself may be stronger in yield or tensile than the parent material when exposed to a single load cycle. However, fatigue life of the weld will always be shorter than the parent metal.

5.0L Cammer did not have spray bore. It did have special press-in liners to allow the larger bore in the old 4.6L alum block.

As I recall, the ability to add cylinder deactivation to the 6.2L was designed in during the development phase...this could help make the engine more viable in the marketplace as a future upgrade.

Did you consider that he may have been doing fuel economy testing?

I thought that Cosworth put those 6.0L V12s together. There were a few parts common to the 3.0L 4V built at CEP...

You still have to hone the bores to final size/finish after the plasma spray as well...

Go here... http://www.youtube.com/watch?v=U0Yxf55AWeA&feature=channel

As I understand, the clutches in a DCT endure a bit of slipping during shifting. There is controlled slippage of the clutch which is releasing and of the one newly engaging. This results in a more seamless power delivery and more comfortable gearshifts at the expense of extra heat generated in the clutches. In a regular MT, you are not able to create this seamless power delivery. The heat generated must go somewhere and for a dry DCT, there is no fluid to absorb some of it.

That was great! BTW, when I watched it today, there was a real Toyota commercial before the SNL clip. Hmmmm

The block is not throw away. There is a lot of value in used engines. There is also great value in the recycling of these engines from an environmental perspective. Y'all are underestimating the size of the remanufacturing industry. Ford Customer Service has a group that manages the remanufacturing of engines and transmissions with assistance and sign off from Powertrain Engineering. These are large production remanufacturers whose level of equipment (both manufacturing and quality control) would surprise you. Some of these companies produce tens of thousands of engines per year. All of the new engines like the D35 and new V8 have had work done during the design phase to ensure that there is some ability for remanufacture. The ability of the original engine plant to provide model year/vehicle specific service engines for the 10year period required by federal law is very limited. In addition, warranty related failures are not the only reason for engine replacement. You have vehicles in wrecks, holes in oil pans from stuff in the road, people not changing oil, etc, vehicles out of warranty. These add up to a lot more engine/transmission business than warranty numbers might suggest.

Flame-Spray.com

Went a lot further than "drawn up". I think the plug was pulled very late. I recall seeing equipment in one of the New I4 engine plants which had hardware for the extra cylinder!

Probably an prototype engine and as such this may not be a production casting...

Can someone clarify for me if the 1.6L Ecoboost is a member of the New I4 family. Sure looks like it from the pictures but it has a timing belt rather than chain and it is being built at Bridgend which built Zetec.

Different pistons as well to increase compression ratio to 12.3:1 versus 9.7:1 for the non-hybrid.

32 pushrods!

I've seen it at DEP and ChEP. Neat machine but also very expensive. Measures the cam too (base circle to journal). Seem to also recall it checking the graded tappet's thickness as well.

That doesn't make much sense to me since they would have to completely tool up either CEP2 or LEP for I4. CEP1 is already making 3.5L EB. Much cheaper to upgrade Dearborn block line for 2.5L and assy line for balance shaft engine + turbo. Last I heard, ChEP was nearly maxed on capacity but that was before the current economic downturn. But DEP was nowhere near capacity with only 2.0L NA Focus and 2.3L Ranger to build.

From what I know of the North American Plants Chihuahua Engine builds 2.0L and 2.5L and used to build the 2.3L I4 except for the 2.3L I4 Ranger. Dearborn Engine builds only 2.0L I4 now. It used to also build the 2.3L Ranger. It was not equipped to build balance shaft equipped I4 engines. The 2.3L Ranger was the only 2.3L I4 without a balance shaft.

Someone correct me if I'm wrong but I think it will have DAMB (Direct Acting Mechanical Bucket) style valvetrain.

If you have the time, try the Henry Ford Estate. Quite impressive what Henry built in the early 1900s. Water powered turbine from the Rouge River to power the house, recharge the electric car and boat...

Perhaps what is being considered is a 2.7L V6 Ecoboost? There may be some advantages of doing a twin turbo 2.7L V6 over the 2.5L I4 Ecoboost. Cost would not be one of them though. Don't underestimate the number of new components and tooling that would be required to make a 2.7L Cyclone. The 2.0L Duratec DAMB V6 used in the Jaguar had unique crankshaft, piston, and con rods. It was a short stroke version of the 2.5L DAMB so the block was common. They would have to change bore size going from 3.5L to 2.7L so add unique block and likely cyl. heads to the list too.

My wife had a brand new rental Altima the other day which had the keyless push button start. She wasn't given a key at all, just a fob to keep in her pocket/purse.