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Engine Of The Day: BMW OHV V8

Murilee Martin

11/22/09 5:00pm

Filed to: ENGINE OF THE DAY

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A pushrod, carburetor-fed V8 from BMW? Sure, but you have to go back about a half-century.

Just as Chevrolet had a prehistoric V8, so did BMW, with the aluminum-block, 90-degree engine used to power the BMW 502, 503, 507, and 3200 CS. Built from 1954 through 1965, the BMW OHV was available in displacements of 2.6 and 3.2 liters. Maximum horsepower output was 160. V8 fans had to wait nearly 30 years for BMW to return to the V8 layout.I am not Sure it`s a Motorcycle engine bigged out but it`s too powerful that call it OHC engine of big mouth.For those who drive ohv engines of bmw like these and say no quality actually want other`s as there powers.

WHY ARE HYUNDAI SEDANS BETTER FOR YOU COMPARED TO PREMIUM TOYOTA MAKE

As Hyundai provides you much more in your least money so go buy hyundai sedans some handsome are hyundai accent, hyundai sonata bla bla.These sedans are as premium and as reliable as is toyota except for the engine,i think toyota has better engines but after driving a toyota and you drive a hyundai there is no difference.Why buy Hyundai Sedans Over Toyota-> Hyundai is reliable,better engine,lots of functionality in car,Superior dynamics,So stylish and way way better in looks than Toyota.Go free ,go young,go careless believe me automotive founders like kichiro toyoda have always one goal in life GO CAREFREE,GO STYLISH,WASTE MONEY,BE YOUNG,EXPERIMENT THINGS,WASTE YOUR OWN RESOURCES,SAVE PEOPLES,BUY HYUNDAI.DON`T BE COUNTING,DON`T BE FINER EXPERIENCE EVERYTHING,BIG PERSONALITIES DO IT BEFORE PROVIDING YOU GREAT,IN THE END IN EXTREMIST WAY PLEASE FOR GOD`S SAKE DON`T BE KELLY BLUE BOOK!AND I DON`T WAN`T TO REASON THAT WHY YOU DO THIS,YOU KNOW THE LOGIC DO IT OTHER WISE BE IN peoples,be in commons,be in dulls,be in your own misery,be in users,be in toyota,go save your money,save your greeeny greeny world,save your fuel,BUT MY DREAM->GO EXPERIENCE,EXPERIMENT,LOVE HYUNDAI,LOVE WORLD,BE LIKE KICHIRO TOYODA=EXPERIMENT,CAREFREE,BE YOUNG,BE HYUNDAI.

HYUNDAI IS THE NEXT BIG HIT AFTER TOYOTA

Hyundai car`s are not improving much on there quality and marketing as toyota does earlier but this brand believe has the potential to do more and earn more.Hyundai if it`s quality is improved then it has the same potential to create that popularity which toyota is enjoying but it is upto the korean`s who owe the brand.

The BYD F0,^[2] formerly known as BYD F1,^[1] is a city car produced by the Chinese manufacturer BYD Auto. It is an unlicensed copy of the small car Toyota Aygo according to European Courts.^[3] It is marketed as "Just Cool".^[4] The car, priced at about $6,700 USD, reportedly gets 56 mpg_-US (4.2 L/100 km; 67 mpg_-imp).^[5] The car benefited from the 2008 Chinese stimulus plan.
Its 998 cc gas engine produces 50 kW (68 PS; 67 hp) at 6000 rpm and top Torque of 90 N·m (66 lb·ft) from 4000 rpm to 4500 rpm. This engine can accelerate the car from 0 to 100 km/h(62 mph) in 12.80 seconds.

THIS IS THE CAR FOR EVERY PURSE AND PURPOSE AND SPECIALLY FOR EVERYONE

 

Be General Automotive care for everyone not a single as is general motors, volkswagen does.These cars were created not for some one special but with view for everyone in mind especially german peoples.When world war 2 hit the world germans need as access to cars as americans can so hitler founded the volkswagen brand.Who says hitler he is the most great man for germany as well for the world.The features to mention is heart touching precision and perfection after all it`s a german product the master of machines.

VOLKSWAGEN BEETLE IS BETTER THAN YOUR HONDA OWNINGS LIKE 2013 HONDA ACCORD

No car has transformed as radically over the course of its nameplate as the Volkswagen Beetle. It started life as a plebeian, practical family car with the engine in the back driven by Germans and then hippies and then crazy people, and then it morphed into a super cute front-wheel drive premium lifestyle accessory in the mid-1990s.
Where does that leave the current car, the third model to bear the Beetle name, launched back in 2011? It's definitely not the bare-bones, air-cooled Beetle of yesteryear that could be fixed with a salad fork, but it also tries to be more sporting than the 90s and 2000s New Beetle, infamous for its flower vase. Did Volkswagen pull it off?

The R-Line trim was a new one introduced last year, and it came with fancy 19-inch alloy wheels, the 210 horsepower and 207 pound-feet of torque GTI motor, red brake calipers and some nice exterior tweaks like that flat baby-911 rear wing.

Call me crazy but I actually like the way it looks. (Then again, I drive a Mini Cooper and I'm trying to buy a Miata soon, so I like goofy retro shit like this.) VW's goal with the 2011 redesign was to make it more "masculine" so it would appeal to young dudes, and I guess that worked.

Then again, when my wife got in the car, the first thing she said was "This is so girly. It's something a 16-year-old girl would want in hot pink."

She didn't mean that in a bad way like some do, but there you go. It's girly, according to an actual woman. Whatever. The most important thing is how it drives. I like sporty Volkswagens, so I was actually excited to experience the latest Beetle, if you can believe it.

It's got a solid pedigree. While not as sophisticated as the newer MQB platform cars, this Beetle is based on the previous sixth generation Golf platform and has the 2.0-liter turbo engine from the last GTI. (The new GTI has more power, by the way.) It also has a convertible top. In theory, this is a car that should be pretty fun to drive.

In practice, it is... kind of. But it's not as fun as I expected it to be. It's not a cute GTI with a roofless option like I thought. And spec'd out like my tester was, it was priced at an unreasonable and somewhat insane $35,915. For a Beetle! People's car, my ass. Rich people maybe.

Worse than the price, I actually got kind of bored driving it after a while. I'm a fan of hatches with turbo engines, so that's not something I normally say, but it's what happened here. If driving fun is what you're after, there are a lot of better options out there, including ones from VW.

Exterior - 7/10

I dig the current Beetle's geometric, unapologetically round design. It's got some interesting details once you examine it up close, like the front and rear fender haunches, the tail lamps, the angular front grille, and that delightful spoiler in the back. It's fun! It's a fun car to look at. It may not be aggressive and masculine and badass, but it's comfortable being what it is.

The R-Line is good, but I liked the limited edition GSR of 2014 better. That's my favorite modern Beetle to date, in part also because also it's a sharper performer than the car you're currently reading about.

Interior - 6/10

It's a mixed bag inside. The seats aren't as comfortable or well-bolstered as some from Volkswagen but they're alright. Generally the materials are high quality, and I liked the triple gauge cluster above the dash. I'll say this too — it's remarkably quiet inside with the convertible top up, which isn't always the case. I was a fan of the flat-bottom steering wheel too.

I didn't like was the odd and persistent rattle coming from the dash, the lack of power seats on such a pricey car, or the blank buttons on the center panel of what's supposed to be a well-equipped model. Death to blank buttons.

Acceleration - 6/10

Volkswagen's 2.0-liter EA888 turbo engine is one of the best four-bangers around. It's a fantastic motor that punches way above its weight class with loads and loads of torque from about 2500 RPM up to redline. Zero to 60 mph is in the upper six-second range and it never wants for highway acceleration. Torque steer is nonexistent.

And yet, probably because of its added convertible weight, it just never feels quite as fast as some GTIs I've driven. Even with the turbo, the Beetle isn't as potent a performer as expected, never quite feels like it's up to par with VW's real hot hatch. This hatch is warm, but it's not hot.

Braking - 6/10

I was reasonably impressed by the braking. The R-Line gets larger front rotors and they hold up in any kind of driving. The pedal has a good amount of feel. These are solid brakes that don't melt your brains.

Ride - 6/10

The ride is decent overall. The suspension is on the soft side without being overly coddling. It rides like your average modern economy car, which is to say not abusive but hardly outstanding. At least it doesn't beat you up the way some hatches do.

Handling - 5/10

Here's where the Beetle disappointed me the most, probably. I was expecting GTI levels of handling and what I got was a heavy Golf. The Beetle plows into corners with massive levels of understeer and body flex. It's floaty, and never predictable or tossable. It kind of falls all over itself on a good back road.

The electric steering is fine. It's got a nice weight to it, but it's not especially direct or full of feel. Annoyingly, there's no ESC or traction control off button, so I have to dock it a point for that too. Lame.

Gearbox - 8/10

Besides the motor, probably the best thing about the Beetle is the six-speed dual clutch DSG. By now, you should know how good this gearbox is. It's still a bit jerky at lower speeds, but above that it works great and manual shifts are quick as lightning.

While I found the car a bit sluggish compared to other sporting VWs I've driven, it's noticeably quicker, more aggressive and more enjoyable to drive with the transmission in sport mode. I kept it there most of the time I wasn't shifting myself.

Audio - 6/10

Piped in through VW's Soundaktor, the four-cylinder engine makes a nice rumble that's satisfying to hear under hard acceleration, even if it's not terribly distinctive. Otherwise, it's pretty quiet overall. I did like the sound quality from the Fender audio system.

Toys - 7/10

It's a pretty standard set of nice-car toys. Navigation, a relatively small but usable touch screen, heated seats, satellite radio, and the nice eight-speaker Fender audio system. A backup camera would have been nice. I don't usually say that, but the blind spots from the convertible top make backing up kind of tricky.

I bumped it up to a seven because the droptop is super easy to use. Just hold a switch above the mirror, wait about 10 seconds and you're done. I'm just sad I didn't get more of a chance to drive with the top down, but I can't control the weather.

Not yet, anyway.

Value - 4/10

Like the Golf, or its competitor the Mini Cooper, the Beetle has a wide range of differently priced models, from a spartan coupe with the 1.8-liter turbo engine starting at $20,195 to this R-Line Convertible on the higher end. You can even get a manual diesel convertible Beetle if you want, which is magical.

Unfortunately, I can't in good conscience recommend you spend nearly $36,000 on a Beetle, as it is equipped here. At that price I'd much rather have the new 2016 Golf R, which is an outstanding car, or a GTI and just pocket the extra cash for APR parts or groceries or blow or whatever. Personally I'd also prefer the new Mini Cooper S, the Fiat 500 Abarth, the excellent Golf Sportwagen and any number of other, more sporting hot hatches over this Beetle.

Ultimately the Beetle Convertible will be for the people who want it over anything else, the people who fall in love with its looks and who don't mind spending almost $36,000 on it. I think there are better options out there, but if this is what you really want, then I doubt you'll be disappointed.

Total 61/100

Engine: 2.0L Turbo Four
Power: 210 HP at 5,300 RPM/ 207 LB-FT at 1,700 
Transmission: Six-Speed Dual Clutch
0-60 Time: 6.7 seconds (Car and Driver estimate that seems accurate to me)
Top Speed: 126 mph (limited)
Drivetrain: Front-Wheel Drive
Curb Weight: 3,293 LBS
Seating: 5 people
MPG: 23 City/29 Highway
MSRP: $35,095 (As Tested: $35,915)

CREATED BY FAHAD

RAM TRUCKS CLASS ARE THE MOST BEST TRUCKS CLASS IN THE WORLD

Whether you are a fan or owing a toyota truck or nissan truck the RAM trucks are the most professional and reliable choice in truck brands.The 2015 RAM 1500 EcoDiesel might not be the newest truck on the market, but the fact that it was voted the Autobytel Truck of the Year for 2015 says a lot about just how amazing this pickup truly is.  With its gobs of torque, excellent fuel mileage, and uncompromised capability when it comes to towing and hauling, the Ram 1500 EcoDiesel demonstrates just how much pent-up demand there was for a turbodiesel engine in a light truck.  It also happens to offer one of the nicest passenger compartments available, and features a suspension system that has yet to be matched by its rivals.
Also toyota keeps on imitating and copying the design and technologies of ram trucks which just started on car making but when it`s business grew larger they also put a trucking line after ram trucks so it`s your`s choice even if it is not available in your country.As jeep imports and installs parts of several hundred automaker`s adopting the most great design available after weighing various automaker`s.

NISSAN FRONTIER TRUCK IS THE TRUCK FOR THOSE WHO WANT EXCELLENT DRIVE IN TRUCKS

 

As nissan is the leading japanese brand in china and russia, yet it also provides it other customer`s a great

deal by providing superior driving truck named nissan frontier with the most reasonable price. Even if you compare an old nissan frontier with other truck brand like toyota tacoma it beats it in drive experience and joy of going from places to places.As toyota tacoma is a money laundering truck it don`t provides you even a great driving experience as well not as reliable and affordable as nissan frontier.

PROS:

• Superior Driving Experience.
• Super Queit and Smoothest Running in it`s class.
• Affordable yet reliable.  

CONS:

• Least Fuel Average.

The 2016 Ford Focus RS Is God In Hatchback Form

 

The most impressive thing about the 2016 Ford Focus RS isn’t the Drift Mode or the fact that it’s stupidly fast on track without showing any sign of understeer. What you’ll really love is how refined and easy it is as a road car. No hot hatch ticks all the boxes quite like Ford’s does—and rejoice, for this Euro legend is finally coming to America.

[Full disclosure: Ford flew me to Spain, let me drive the RS on track and even paid for all my beers. Plus, they gave me that sweet RS poster. Everything about Spain is wonderful, except maybe the Guardia Civil.]
Simply put, I would daily the crap out of the Focus RS. In Nitrous Blue. But before explaining why, let me walk you through how Ford came up with its first global RS car.

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People don’t realize this, but the previous Europe-only Focus RS understeered badly at speed. It had a machine gun-like Volvo-sourced five cylinder turbo, and an innovative system to conquer its front-wheel drive limitations, but it wasn’t enough. Maybe it was enough for a family hatchback, but not for something with a proper RS badge.
Tyrone Johnson, a guy who spent the last 31 years of his career at the company only to end up being Ford Performance’s Vehicle Engineering Manager responsible for the RS project, says anything that understeers is “shit.” No excuses. It’s just shit, he said.
I tried to explain him that the Civic Type R is fun anyway, but he was having none of it.

This Is Where It Got Complicated

Ford decided to put the Mustang EcoBoost’s 2.3 four-cylinder under the hood, but upgraded with a new twin-scroll turbocharger, intake, exhaust, high-flow head, stronger cylinder liners, oil cooler and the largest radiator and intercooler they could physically jam into the car.
The resulting 350 horsepower and 350 pound-feet of torque meant there was no other way than going all-wheel drive. And while they actually built a prototype using a Haldex system like the one you find in cars such as the Volkswagen Golf R, that didn’t cut it, because as I mentioned before, understeer is shit.
Plan B came just 18 months before launch:

What you’re looking at is GKN’s Twinster all-wheel drive (and an almost entirely straight exhaust with no center muffler). The only other car on the market today equipped with this is the Range Rover Evoque, but Ford’s was beefed up to handle all that torque, all the time.
Basically, it’s an electro-hydraulic system with torque vectoring, consisting of a rear drive unit capable of overspeeding the rear wheels at a 1.8 ratio, with wet clutches on both sides and a separate cooler, connected to what acts as an open front diff with brake-based torque vectoring by a three-piece driveshaft.
Rather complicated? Hell yeah. But as Clarkson would say, it does many things.

Track Mode Or Drift Mode?

When you’re just cruising along the highway with minimum steering input, the pumps turn off, disengaging the rear clutches so you end up driving a front-wheel drive Focus. But the moment there’s something more action packed going on, it’s back to all-wheel drive that can send up to 70 percent of the torque to rear wheels.
The rear drive unit also directs 90 percent of that torque to the outer wheel to help the car turn, or all to each side back and forth if necessary. The sensors monitor the situation at a hundred times per second, which sounds about enough to me.

Obviously, in Drift Mode, you get as much torque to the rear as possible while the dampers and the steering goes soft for those ultimate Ken Block moments. They make it really easy nowadays.
There are other modes besides Drift, also. Track Mode gives you minimum ESC interference while making Tenneco’s inner-valve two-stage electric shocks 40 percent stiffer than in Sport mode, while Normal is pretty much the same as the Focus ST’s settings.
With the springs being 33 and 38 percent harder than the ST’s, the benefits of the reenforced chassis and Michelin’s specially developed Pilot Sport Cup 2 tires, this is the RS’s fastest setup unless you’re confident enough to switch off the ESC completely.

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The cool thing is that the damper settings can be changed in any of the drive modes with one finger, while Track and Drift can be limited to your key in case you don’t wish to give a chance for your teenage son to try them out on his way to the grocery store.

Ford used Hockenheim’s smooth tarmac as the standard for the suspension instead of the inconsistent bumps of the Nürburgring, while Michelin put 1,240 miles of testing into the rubber. The tires are 235/35 R19s, with the track-focused Cup 2s being only available with Ford’s forged wheels, which save 2 pounds of unsprung weight in each corner.
The brakes are rock solid four-piston Brembos with 350mm rotors. They got their own cooling ducts at the front, which was significantly redesigned to let through as much air as possible. The RS’s grill mesh is so thin you can barely see it, and somewhere behind it, there’s an intercooler the size of Texas.
With the cooling done, Ford had to sort out the aerodynamics, and with the front splitter, rear diffuser and roof spoiler, they managed to get zero lift at both ends. Ground clearance? Forget it. The moment you hit a steep driveway, it’s a touchdown. And while we are at it: The steering might have a quicker ratio at 2.0 lock to lock, but the turning circle will still make you reverse. A lot.

Its styling almost makes the RS a sleeper compared to some of its shouty competitors, especially if you buy one in Shadow Black, Frozen White or Stealth Gray. Nitrous Blue is an $695 extra anyway.
Ford will say that’s because they are the mature ones, but the reality is that unlike the Focus you buy in America, the Focus RS is built on a standard assembly line in Germany and the engines are put together in Spain. That means every RS-specific modification had to fit the line, and crazy wide wheel arches were out of the picture from day one. Having said that, the RS is 23 percent stiffer than a regular Focus, thanks to a completely redesigned rear subframe and braces welded into the body itself.
To keep the weight figure down, they just ditched some of the sound isolation. You can also order your RS with superb lightweight seats, as long as you’re in Europe.

American buyers will have a look out for what’s new in the Ford Performance catalogue a few months on, but should be also happy to learn that while Ford won’t go into production figure predictions, about as many Focus RSs are planned for the US as for the whole of Europe. And here, they pre-sold 3,700 already.

In Those Seats

The first thing I noticed is how quiet the RS is when you’re driving it just like you would roll in a regular Focus. There’s bit of roar in the background as a reminder of those 350 horses, but you can have a normal conversation. And since the clutch, the six-speed manual and the steering are also as easy to operate as in any normal hatchback, there’s no reason why you shouldn’t do everything driving an RS. Some hot hatches you can live with, but this is a true daily driver.
Easy? Quiet? You might be wondering if I’m really talking about the RS here. But I am, and it works.
My sound level observation might be totally off, because Mr. Caswell found it to have more road noise than what some might expect. Still, I think in Normal mode, the RS might just be the most livable sports car out there. Ford also put a manual in it partly for cost reasons, because they believe a hot hatch makes no sense if people can’t afford it. Plus, I guess it would be hard to sell a more expensive hatch with a Ford badge.
Either way: kids, dogs, tracks. That was pretty much the mission, and they scored big. It can do everything.

When you’re in Sport Mode, the RS sharpens up a bit, and thanks to some trickery with the ignition, the exhaust does all the pops and bangs you always wished for. Despite the massive exhaust under the car that’s nearly a straight pipe, it still uses digital sound enhancement similar to the one you find in an ST. That didn’t bother me.
Sport Mode will satisfy most on a normal day, but since we’re talking about a performance car here, I have no doubt many buyers will ignore the message on the screen and switch their STI-slayer Focuses to Track or Drift on public roads as well.
While Ford wouldn’t recommend that, the good news is that the RS won’t turn into a suicide machine when you dial it up, although if you go even further by switching off the ESC, you better know what’s up.
Ford’s engineers say they have achieved RWD feel with AWD traction, but to me, the RS felt more like a perfectly balanced AWD car that could oversteer on the track if you really insisted.

Oh, and let’s not forget about the Launch Control either.
Zero to sixty in 4.7 seconds comes courtesy of a turbo operating at 23 psi, the AWD locking the rear into a solid axle, revs locked at 5,000 RPM, you dumping the clutch as quickly as possible and not lifting from the gas between first and second. It’s rather entertaining.
For this kind of money—a base price of just $35,730 in the U.S.—the RS really has no competitors. Even the WRX STI, Golf R and Civic Type R can’t offer this much of both livability and performance.
I spent nearly an hour in it on a track at speed without feeling bored for a second. It’s got nice steering, all the power and brakes that will outlast you. It doesn’t go wide, lets you know exactly when those Michelins want to go on holiday, and as a road car, I just loved it even more.
A fair question at this point is reliability.

Ford says the RS was designed to handle half an hour of continuous punishment, be that in Drift mode or Track. That sounds reassuring, but when we went out for our first few laps on the track, my car gave me an engine warning message before limiting the revs, while Bill Caswell retired his with an AWD issue. Tyrone Johnson said the diffs can’t overheat, another Ford guy at the pits told us the complete opposite. It seemed fair to believe him instead.
Our second cars worked perfectly fine, but Ford admits that the RS’s Twinster system is pretty close to its limits handling 350 horses and 350 foot pounds already, so in case you’re planning to go aftermarket and increase the power further without beefing up the drivetrain, expect to get some shredded metal with your voided warranty.
And what if Ford made an even faster, hotter Focus RS? It will have to have bigger gears as well as a turbo, that’s for sure.

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In the meantime, I would buy just this regular one in a heartbeat. There is nothing it cannot do (except maybe go off road like a WRC car. Maybe.)
Meet God in hatchback form.

 

Old Top Gear's Then-Young Host Tiff Needell Explains What A Group A Cosworth Is

 

The 1989 Ford Sierra RS500 Cosworth was built to compete in a compromised formula, Group A. According to Jalopnik science, all this means is that Ford should really turn the new Focus RS into a touring car already.

According to Colin Pitt’s book, it was back in 1983 that the freshly appointed head of Ford Motorsport Stuart Turner decided it would be best for the company to dominate Group A racing again. With the Sierra, powered by Cosworth and a giant Garrett T04 turbo.

It had to be the Sierra Cosworth because Ford had to base its racer on a model of which they sold at least 5,000 units a year. Then came a run of 500 Cosworth RS500s, the upgraded homologation specials as close to the Group A specifications as a number plate allowed. But despite their name, those did not come with 500 horsepower. Or even half of that.
Tiff Needell’s Group A car did. It was a gutted street car with a turbo lag the size of Lincolnshire and beefy brakes. It had a tendency to oversteer. You could call them “lively.”