Flat engine – NEWAC http://newac.eu/ Fri, 30 Sep 2022 21:54:10 +0000 en-US hourly 1 https://wordpress.org/?v=5.9.3 https://newac.eu/wp-content/uploads/2021/10/icon-46-120x120.png Flat engine – NEWAC http://newac.eu/ 32 32 Subaru WRX EJ20 engine block assembly https://newac.eu/subaru-wrx-ej20-engine-block-assembly/ Fri, 30 Sep 2022 15:09:26 +0000 https://newac.eu/subaru-wrx-ej20-engine-block-assembly/ After what seems like an age, the “EJ20” four-cylinder boxer engine in our rotten (and now boxy) Subaru Impreza WRX is starting to snap back into place. In the latest episode of Redline Rebuild, Davin is tasked with bolting down the bottom end of the 2-litre engine, or what is called the short block. With […]]]>

After what seems like an age, the “EJ20” four-cylinder boxer engine in our rotten (and now boxy) Subaru Impreza WRX is starting to snap back into place.

In the latest episode of Redline Rebuild, Davin is tasked with bolting down the bottom end of the 2-litre engine, or what is called the short block.

With a moment to explain one of the problems with this particular engine – that it’s not possible to hone the crank journals in one pass, because the outer pair are smaller in diameter than the inner ones – there has at least one solution, and it’s not long before the bearings can go in, followed by the crankshaft, then the two halves of the block can go together.

It’s one of the really satisfying parts of the build, we think, not least because anyone used to working on dirty, oil-covered engines always dreams of new components to handle. And someone with Davin’s experience makes it look easy – but rest assured, all the hard work, like measuring, is done away from the cameras.

Pausing briefly to remind you to change your oil so your own engine doesn’t suffer like this EJ engine did, the episode then ends with a slight tweak to the shop tool to work around a quirk of this engine design (your labor has not been in vain, needle nose pliers), and each of the pistons being integral with their respective rods.

We’re not quite on the home stretch yet, but if you want to see what’s next for the Subaru engine, head over to Hagerty’s YouTube channel and subscribe – and follow all the Redline Rebuild episodes on this link.

Read more

Checking engine oil clearance and ring gap on our Subaru WRX
Our classics: 1996 Subaru Impreza Turbo
Engine room: How Honda unlocked the power of small engines with VTEC

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With just a few clicks, “Ada and the Engine” offers an eye-opening journey through the history of computing https://newac.eu/with-just-a-few-clicks-ada-and-the-engine-offers-an-eye-opening-journey-through-the-history-of-computing/ Mon, 26 Sep 2022 16:31:00 +0000 https://newac.eu/with-just-a-few-clicks-ada-and-the-engine-offers-an-eye-opening-journey-through-the-history-of-computing/ A 19th century British mathematician (and daughter of Lord Byron) who has been credited as the first computer programmer and called “the prophet of the computer age”, Lovelace is the subject of Lauren Gunderson’s “Ada and the Engine”. Now at the Central Square Theater under the direction of Debra Wise, “Ada” isn’t without its issues, […]]]>

A 19th century British mathematician (and daughter of Lord Byron) who has been credited as the first computer programmer and called “the prophet of the computer age”, Lovelace is the subject of Lauren Gunderson’s “Ada and the Engine”.

Now at the Central Square Theater under the direction of Debra Wise, “Ada” isn’t without its issues, but it’s a generally solid addition to Gunderson’s body of work, much of which has brought a feminist perspective. stories of visionary women of the past. .

The playwright’s description of Ada Lovelace in his screenplay—”A woman of our time stuck in her own”—often applies to Gunderson’s heroines, who have included pioneering women in science.

Over the past decade, the Central Square Theater has led the way in bringing her work to the attention of local audiences, serving as the site of last year’s production of “The Half-Life of Marie Curie” (with Wise in the Cast), about the pioneering physicist, as well as a memorable 2014 production of “Emilie: La Marquise du Chatelet Defends Her Life Tonight”, about the 18th-century mathematician and physicist. (Boston-area fringe company Flat Earth Theater did a great job five years ago with “Silent Sky,” Gunderson’s play about early 20th-century Cambridge astronomer Henrietta Leavitt.)

American Theater Magazine reports that Gunderson is tied with Lynn Nottage for first place on the list of the 20 most produced playwrights, with 24 productions of his plays scheduled for the 2022-2023 season. This is the second time Gunderson has topped the list.

This is partly due to his gift for clever, sharp and fast dialogue. Another reason: good roles for talented actresses.

In Mishy Jacobson’s vibrant, all-around performance, Ada is spirited on fire (“I’m terribly good at math and terribly bored with everything else,” she says) and hungry for the thrill of discovery when we meet her for the first time at 18. She can see what she calls “the poetry of science”.

When famed mathematician and inventor Charles Babbage (Diego Arciniegas) tells her that he is developing a digital device called a difference engine, Ada is instantly aware of the “engine’s” possibilities. Beyond the data storage and number processing capabilities envisioned by Babbage, Ada predicts, “It’s going to change the world.”

History would judge that was a very good decision. In 1830s England, it certainly changes Ada’s life. Although she grants the wishes of her stern mother, Lady Annabella Byron (Kortney Adams), and marries the stuffy Lord Lovelace (John Hardin), Ada enters into a working partnership with Charles.

From left to right: John Hardin, Mishy Jacobson and Diego Arciniegas in “Ada and the Engine”.Nile Scott Studios

When later developing a prototype analytical engine, considered a precursor to the digital computer, Ada translated an article on the engine – while adding his own copious notes. These notes are the first published computer program.

Now, shared intellectual excitement isn’t necessarily the easiest state to communicate on stage, but Jacobson and Arciniegas make that connection palpable. The cast also subtly alludes to the romantic feelings that flicker around the edges of the bond between Ada and Charles, more than two decades her senior. In the less conspicuous role, Arciniegas skillfully conveys the depth of feeling within Babbage’s Victorian reserve.

Speaking of showy roles: Very late in the play, a new character comes on stage in a flamboyant way. While dramaturgically defensible and to some extent heralded earlier in the play, the shift in focus nonetheless struck me as a mistaken choice by Gunderson, one that unbalances “Ada.”

The piece regains its balance with a beautiful ballet sequence but then ends with a final moment which is intended by director Wise to underscore Ada’s connection to our own time, but which falls flat.

Other quibbles: Periodic off-stage noises, apparently intended to suggest engine operation, prove annoying. In act one, the play could use more clues from the conflict between Ada and Charles that suddenly erupts at the climax of act two. When Ada is near death, Lord Lovelace – who has been portrayed for much of the play as a somewhat obtuse but reasonably decent fellow – utters an incredibly cruel line. Even though the husband is deeply hurt at the time, the line seems out of place.

One of the strengths of the Central Square production is the painstakingly detailed facsimile of the Difference Engine on stage. The work of prop designer and computer consultant Dick Rubinstein – who, according to a program note, spent two years creating it – caught the spellbound attention of audience members during intermission during Saturday night’s performance.

Ada Lovelace did not live long. She died at 36, the same age as her legendary father. But his contributions have not been forgotten, and when a language for large-scale computer programming was devised four decades ago, it was called Ada.

ADA AND THE ENGINE

Play by Lauren Gunderson. Directed by Debra Wise. Arbeloff’s Brit Women & Science Production presented by Central Square Theatre. At the Central Square Theater in Cambridge. Until October 23. Tickets start at $25. 617-576-9278 ext 1, www.CentralSquareTheater.org


Don Aucoin can be reached at donald.aucoin@globe.com. Follow him on Twitter @GlobeAucoin.

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September 2022 Shop Solutions – Engine Builder Magazine https://newac.eu/september-2022-shop-solutions-engine-builder-magazine/ Thu, 22 Sep 2022 19:12:23 +0000 https://newac.eu/september-2022-shop-solutions-engine-builder-magazine/ I like to use reamers to clean out oil passages in old engine blocks that have been sitting around for a long time and are rusty. If you use an oversized +.001″ reamer, you will have perfectly clean oil passages. Dave Matton D and D Auto Machine Bloomington, MN ENG GAP EXHAUST PATH I often […]]]>

I like to use reamers to clean out oil passages in old engine blocks that have been sitting around for a long time and are rusty. If you use an oversized +.001″ reamer, you will have perfectly clean oil passages.

Dave Matton D and D Auto Machine Bloomington, MN

ENG GAP EXHAUST PATH

I often feel like people will space the oil ring top rail wrong. The upper scraper ring rail should have the same clearance as the 2nd (scraper) ring above it at operating temperature. Spreading it the same way is a secure fit. The conical gap in the second ring will open when the face is seated, but will close at operating temperature. This completes the path for any “pressure spike” to escape via the oil ring groove drain holes. If the upper oil rail is tight, it will effectively have the same detrimental effect as having the wiper ring tighter than the upper ring (compression), upsetting the seal. A properly functioning ring assembly needs a controlled path for pressure spikes to escape, to avoid disturbing the seal. This is especially important with gas pistons or rings. Bonus tip, grind 3-4 at a time to increase stability and not have a lot of fly end trailing. This way they won’t grab the wheel and bend.

Ron Flood
cedar machine
North Branch, MN

EASY SQUARE BRIDGE

When square decking blocks, I simply take a measurement from each corner of the decking to the parallel support bar. Choose the lowest side and bridge it first. Then roll the block and even out that side.

Bruce Serene
Hillsboro Race Engines
Hillsboro, KS

QUICK CRANK CENTERS

To facilitate and speed up the assembly of the cranks in the grinder, and especially the lathe for polishing, I have made inserts for different engine families. Delron, or that type of material, works great, and I give them about 0.001 inches of clearance so they’re reasonably stable.

Randy Torvinen
Torvinen machine
Menahga, MN

SHARPER SCRAPER

I like to keep my super scrapers sharp. Here’s an easy little way to touch them up. I squared off a piece of scrap in my factory and drilled the hole in the same pattern, so it’s nicely square. I drilled the hole just below the .375 tool post size for my boring bar diamond lathe, then trimmed it down to size for a good snug fit. Place the fixture on the pole, place the scraper on the diamond overlay so it lays flat, then tighten the clamp. Swipe it back and forth with the wheel running a few times and check your edge. It doesn’t take long and they’ll scratch like new again!

Jake Samson
Sampson racing engines
Inver Grove Heights, MN

CHUCK HOLDER

I created this simple chuck holder to make it easier to change chucks on my lathe and hand crank grinder. Made from PVC pipe, a farm gate post bolt (or fully threaded rod), and hardware, this adjustable chuck holder allows the chuck to slide easily over the spindle. Used with a wooden board to protect machine tracks, changing chucks is quick and effortless. No more struggling to lift and hold a heavy 6-12 inch chuck to the spindle. The gate bolt is hand tightened to bring the two PVC pipes together, by raising the chuck or loosened to allow the PVC pipes to separate, by lowering the chuck. PVC pipe moves relatively easily from side to side of wood, allowing for effortless alignment and support when installing or removing the mandrel. Clamping a length of tubing into the chuck provides a convenient handle for safer handling of the chuck to and from the machine.

Tom Nichols
Machine and Automotive Supply, Inc
Joshua, Texas

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Toyota reveals reasons for Kyle Busch’s engine problems https://newac.eu/toyota-reveals-reasons-for-kyle-buschs-engine-problems/ Wed, 21 Sep 2022 17:58:03 +0000 https://newac.eu/toyota-reveals-reasons-for-kyle-buschs-engine-problems/ Getty Toyota Racing provided a reason for Kyle Busch’s engine failures. Two of Kyle Busch’s last three Cup Series races were marred by engine failures that contributed to his elimination from the playoffs. Now, Toyota has provided some reasons for these issues. TRD USA President David Wilson provided some comments on this to NBC Sports. […]]]>

Getty

Toyota Racing provided a reason for Kyle Busch’s engine failures.

Two of Kyle Busch’s last three Cup Series races were marred by engine failures that contributed to his elimination from the playoffs. Now, Toyota has provided some reasons for these issues.

TRD USA President David Wilson provided some comments on this to NBC Sports. He explained that Busch had missed an upshift at Darlington Raceway, which caused him to hit the rev limiter. This contributed to the engine failure during the cautionary laps which took away a winning opportunity.

“We have some sort of instability in our valve train and it seems to be triggered by us hitting the NASCAR mandated rev limiter, which is quite interesting,” Wilson said. “He pressed hard on the rev limiter, and a lap and a half later his engine gave out. Now, just to be clear, our stuff needs to be durable enough. He should be tough enough to handle this.

“At Bristol, NASCAR miscalculated the gear ratio. It was too short. When Kyle, especially when he was running that top groove in fifth gear, he was hitting the rev limiter, almost every lap. The fact is that right now we just don’t have enough durability margin in our valve train.


Wilson provided additional context on chess

Kyle Busch

GettyKyle Busch finished the Southern 500 early with engine failure.

Hitting the rev limiter directly contributed to Busch’s engine failures, but it’s not a problem limited to Toyota engines. Other automakers have encountered similar issues throughout the 2022 season, with Kyle Larson’s #5 Chevrolet Camaro serving as a notable example.

As Wilson explained, this is a new issue with the changes for the 2022 season. He said the shifting puts more load on the engines and NASCAR lowered the mandatory rev limiter by 9700 rpm to 9200 rpm. With today’s gear ratios, drivers hit the limit more frequently.

Wilson told NBC Sports that Toyota made modifications to all the engines before the trip to Texas Motor Speedway. Those changes will be in place for the remainder of the 2022 playoffs, but they were put in place too late for Busch to challenge for his third Cup Series championship. Instead, they will benefit Christopher Bell and Denny Hamlin as they stay alive in the hunt for the Drivers’ Championship.


There were strong comments about Toyota after the engine failure

When engine failure knocked Busch out of the Bristol race, there were a series of comments on Twitter. Many people began to allege that Toyota deliberately gave number 18 lower gear in response to his departure from Joe Gibbs Racing at the end of the season.

Wilson saw those comments and he took offense to them. He specifically told NBC Sports that people who believe in this “conspiracy” should “go back to trying to find the edge of the flat earth.” Wilson went on to say that losing Busch in the championship battle was a “huge setback”.

Regardless of these statements, there will always be strong comments on social media from those who believe Toyota and JGR have “deliberately” taken steps to knock Busch out of the playoffs. They will continue as the two-time Cup Series champion completes the final seven races of the season and tries to bring at least one more victory to the Toyota family.

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2024 Mercedes-AMG C63 SE Performance First Look: V-8 Power, Four Cylinder https://newac.eu/2024-mercedes-amg-c63-se-performance-first-look-v-8-power-four-cylinder/ Wed, 21 Sep 2022 14:00:38 +0000 https://newac.eu/2024-mercedes-amg-c63-se-performance-first-look-v-8-power-four-cylinder/ There has probably not been a mainstream AMG car launch that has been more carefully choreographed than the reveal of the 2024 Mercedes-AMG C63 SE Performance. In this story, we can talk about the redesigned exterior of the Most powerful class C and hardware below. Next month we can tell you what it feels like […]]]>

There has probably not been a mainstream AMG car launch that has been more carefully choreographed than the reveal of the 2024 Mercedes-AMG C63 SE Performance. In this story, we can talk about the redesigned exterior of the Most powerful class C and hardware below. Next month we can tell you what it feels like from the passenger seat. And sometime before the end of the year, we’ll finally be allowed to get behind the wheel to put AMG’s potent new compact sports sedan through its paces.

Why the wary waltz? Well, the folks at Affalterbach might be a bit worried about how this new C63 will be received by the AMG faithful. There were some grunts in 2015 when those fans learned that the W205 version of the C63 would be powered by a 4.0-liter twin-turbo V8 rather than the thundering 6.2-liter naturally aspirated engine (the ambitious name “6.3”) from AMG. Legend. But that development pales in comparison to what’s to come for the new W206 series model: the V-8 is gone, replaced by a 2.0-liter four-cylinder hybrid powertrain.

Park Your Prius Preconceived Ideas

The all-wheel-drive C63 SE Performance offers 670 system hp and 752 lb-ft of torque, enough, AMG says, to push the 4,654-pound sedan to 60 mph in under 3.4 seconds, and to a top speed of 174 mph with the optional AMG driver’s package. For the record, the turbocharged 4.0-liter C63 S we tested in 2015 had just 503 hp and 516 lb-ft of torque, and despite its near-legendary status among AMG aficionados, the 6-liter C63 engine .2 liters that we tested in 2011 could only muster 481 hp and 443 lb-ft. The new C63 will be at least six to eight tenths of a second faster to 60 mph than both.

More impressive than headlines, perhaps, is how they’re crafted.

The C63’s hybrid powertrain consists of a 469hp version of AMG’s M139l inline-four under the hood and a 201hp electric motor mounted on the rear axle. “What’s different is that we didn’t put the electric motor ‘above’ the internal combustion engine,” says AMG development engineer Peter Szalay. “Instead, we have a ‘virtual’ engine that delivers the power the driver demands in the quickest and most responsive way, using the best characteristics of both.”

This means in simple terms that the outputs of the internal combustion engine and the electric motors are handled separately.

The petrol engine drives all four wheels via the AMG Speedshift nine-speed multi-clutch automated transmission. The electric motor drives the rear wheels via its own two-speed automated transmission, which upshifts at 87 mph, and an integrated electronically controlled limited-slip differential. It can also send torque forward via the driveshaft to a clutch at the rear of the nine-speed transmission, from which it can also be distributed to the front wheels.

Szalay says this setup avoids having to run torque from the electric motor through the Speedshift transmission, which is limited to around 736 lb-ft, and allows it to freely distribute torque to the front and rear axles as needed. But more importantly, says Szalay, if the electric motor were sandwiched between the engine and the transmission, as is common practice with many hybrids, the total output would be lower because the power peaks of both propulsion units occur at different speeds. This is why the C63’s peak power number is a simple sum of the outputs of the ICE and the electric motor.

Key to operating the complex ballet of the C63’s powertrain is the 400-volt electrical architecture developed by AMG and the high-performance 6.1 kWh battery also mounted in the rear of the car.

While the compact 196-pound battery can be recharged via an outlet and will provide a pure EV driving range of eight miles, that’s not what it’s primarily designed for. Instead, it’s designed to deliver quick bursts of energy when required by the electric motor, and to be able to be replenished quickly, either by the motor or via recuperation rates of over 120kW when braking. abrupt or in the highest of the four regeneration settings available.

To survive that kind of punishment, the battery has a cooling system that circulates high-tech coolant directly around each of its 580 cells to ensure it’s always at the optimum temperature to deliver maximum performance, as the basic operating strategy of the C63’s powertrain is to deliver maximum power when the driver demands it, as in Formula 1. A downshift function ensures that the electric motor’s 201 hp is available at on demand in one of the C63’s eight drive modes.

The 400-volt electrical architecture even plays a part in the internal combustion engine. As in the C43 and SL43, it features a 48-volt electric turbocharger that provides faster response time. In the C63, the turbocharger is larger and powered by the 400-volt system. The belt-driven starter-alternator is also integrated into this system.

Use all that muscle

The new C63 is the first to be fitted with all-wheel drive. Not only is it essential for handling the high power flows of the hybrid powertrain, “our customers have been asking for it,” says Peter Szagay. “It was the next logical step.” All-wheel drive is even available in pure EV mode, useful for getting out of icy driveways on early winter mornings.

Installing the electric motor, battery and associated hardware on the rear axle allowed for a 50/50 weight distribution front to rear. The standard suspension is by steel springs with adaptive dampers from AMG. There are three different damping maps including Comfort, Sport and Sport+.

Rear-wheel steering is also standard, but since this is an AMG car, the operating parameters of the system are different from those of the regular C-Class. At speeds up to 62 mph, the rear wheels will steer up to 2.5 degrees in the opposite direction to the fronts to improve cornering response. Beyond this speed, the wheels will steer up to 0.7 degrees in phase (the same direction) with the fronts to help with high speed stability.

Standard rims are 19-inch alloys with 20s available as an option. The tire configuration is staggered; on cars with 20-inch wheels, we saw the fronts were 265/35 and the rears 275/35.

Form follows function

The redesigned W206 C-Class features shapes, surfaces and graphics echoing those of the S-Class and facelifted E-Class. In true AMG tradition, the C43 we drove earlier this year added more aggressive styling cues, including the menacing AMG vertical-bar grille, unique wheels, quad exhausts and a spoiler on the trunk lid. The C63 ups the ante with a unique front clip and other bespoke styling details.

But there is function behind much of the form. The C63’s front track is 3.0 inches wider, in line with the holy 500E, and the wheelbase is four-tenths of an inch longer than any other C-Class. the need to pack a sturdier cooling package at the front of the car means the C 63 is also 2.0 inches longer than the regular C-Class.

The rear-facing vent in the hood is a nod to the AMG GT3 and GT4 race cars, but it simply exhausts hot air from the engine compartment rather than helping to generate downforce. If you want more downforce, order the optional aero package, which will give you a more aggressive front slipper and a bigger spoiler on the trailing edge of the trunk. The standard rear diffuser isn’t there for show: it’s functional.

Speaking of which, the C63 will launch in both sedan and wagon formats, but because Americans won’t buy a wagon unless it’s jacked up and claims to be ready for light off-roading, we won’t be getting than the sedan. The trunk floor is higher than that of the regular C-Class sedan, but it’s flat and there’s still decent cargo space. AMG has done a pretty good job of discreetly packaging the electric motor, battery, and related hardware for the hybrid powertrain.

Inside, the C63 is packed with familiar AMG themes: Alcantara and contrast stitching, carbon fiber and color accents. The new performance front seats weigh 4.4 pounds less than those of the outgoing model, and the dial under the left spoke of the AMG performance steering wheel can be used to change regeneration modes.

The waiting is the hardest part

While we can’t say what the 2024 Mercedes-AMG C63 SE Performance looks like or what it looks like when you’re tossed around a test track by AMG Technical Director Jochen Hermann until next month, what we can tell you, it’s the first cars slated to arrive in the US late next year.

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Engine-Building Experience for Corvette Z06’s LT6 V8 Coming Soon https://newac.eu/engine-building-experience-for-corvette-z06s-lt6-v8-coming-soon/ Mon, 19 Sep 2022 12:45:00 +0000 https://newac.eu/engine-building-experience-for-corvette-z06s-lt6-v8-coming-soon/ The Chevrolet Corvette Z06 is an enthusiast’s car, and the experience of building the engine that goes into their car will soon be a very special experience available to many Z06 buyers. Through the company’s Engine Build Experience program, managed by the Performance Build Center located at the Corvette factory in Bowling Green, Kentucky, Chevy […]]]>

The Chevrolet Corvette Z06 is an enthusiast’s car, and the experience of building the engine that goes into their car will soon be a very special experience available to many Z06 buyers.

Through the company’s Engine Build Experience program, managed by the Performance Build Center located at the Corvette factory in Bowling Green, Kentucky, Chevy will soon allow buyers of the latest C8-generation Z06 to build the LT6 V- 8 in their cars.

The information was confirmed to Driving authority by Chevy spokesman Trevor Thompkins, but without further details.

Chevrolet Corvette Engine Building Experience

News of the Z06’s engine-building experience was first reported earlier in September by Corvette Blogger, citing comments from Kai Spande, Chevy’s Corvette Assembly Plant Manager, at an event celebrating the National Corvette Museum’s 28th anniversary. He said the program will start in the second quarter of 2023 and will be slightly different from previous programs, in that the participant will stay at a single station and be brought in all the engine parts, instead of moving to multiple stations in line. . with other manufacturers. Once completed, the engine will be dyno tested and then installed at a later date, which will align with the participant’s planned Z06 assembly.

The experience previously cost $5,000 for a package that included a full day with a Performance Build Center engine assembly technician who instructs and oversees the build, a personalized engine plate identifying the owner as the builder, and professional photos of the engine. the day. The price should be higher for the C8 Z06 program.

The Z06 is powered by a unique 5.5-litre V8 featuring a flat-plane crank design, dual overhead camshafts, dry sump lubrication and rated at 670 hp and 460 lb-ft of torque, the highest output of any naturally aspirated production V-8. The engine is mated to the same 8-speed dual-clutch automatic transmission found in the Corvette Stingray, but with a shorter 5.56 final drive ratio for improved acceleration. Performance claims include 0-60mph acceleration in 2.6 seconds, quarter mile ET in 10.6 seconds at 130mph and a top speed of 195mph.

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2022 Hyundai Venue N Line SUV review, driving: engine, performance, features, price https://newac.eu/2022-hyundai-venue-n-line-suv-review-driving-engine-performance-features-price/ Mon, 19 Sep 2022 05:30:00 +0000 https://newac.eu/2022-hyundai-venue-n-line-suv-review-driving-engine-performance-features-price/ Hot on the heels of its recent facelift, the Venue compact SUV gets the sporty N Line treatment. Following in the footsteps of the i20 N Line, Hyundai has introduced the “N Line” treatment to its compact SUV, the Venue. With the facelift launched not so long ago, the place has undergone significant changes both […]]]>

Hot on the heels of its recent facelift, the Venue compact SUV gets the sporty N Line treatment.

Following in the footsteps of the i20 N Line, Hyundai has introduced the “N Line” treatment to its compact SUV, the Venue. With the facelift launched not so long ago, the place has undergone significant changes both outside and inside. However, with the N Line, Hyundai aims to up the fun-to-drive quotient of the compact SUV. Did they succeed?

2022 Hyundai Venue N Line: Engine, Transmission and Performance

Just like on the i20 N Line, the powertrain has not changed, but the Venue N Line is only available with the turbo-petrol engine and DCT gearbox, which develops 120 hp and 172 Nm. So it is fast, but sadly there’s no manual or even iMT like the i20 N Line that increases driver engagement. However, the paddle shifters for the 7-speed DCT gearbox make amends, and you’d want to make full use of them as the gearbox isn’t the most responsive when left to its own devices.

The 120 hp 1.0-litre turbo petrol engine remained unchanged from the standard Venue.

Gear changes, while smooth, are delayed and you often find yourself waiting for the right gear, especially when downshifting. So paddle shifters are a saving grace and also keep you engaged, which is the whole point of an N line.

Engine refinement levels are good, power delivery is linear and, just like the standard version, the N Line also has drive modes that alter the overall powertrain response, with ‘Sport’ being the most impatient of the lot.

The Venue gets N Line badging on the grille, trunk and front fenders.

As we saw with the i20, in keeping with the N Line theme, the exhaust has a throaty tone, but as you get faster you’ll want more. It won’t be surprising to see some owners flock to aftermarket stores and websites to amp up the buzz of the twin chrome pipes.

2022 Hyundai Venue N Line: Drive and Handling

So while the engine remains unchanged, the suspension has been tweaked for more stiffness and better cornering. To quote numbers, it gets 34 percent more damping force, which makes it better around a set of corners, but it hurts low-speed ride quality. Sharp, hard bumps at city speeds are felt inside the cabin, but stability at triple-digit speeds has improved.

Reinforced suspension aids the Venue N Line’s cornering capabilities.

In long twisty corners, the car feels planted and body roll has also been reduced. Not that it’s prominent on the standard car, but on a spirited ride the N Line will feel more confident.
The steering, however, isn’t very engaging and even though the weight can be tweaked through the drive modes, it still doesn’t feel cohesive or sensational. In sport, there is weight, but no return. What helps are the brakes, since the Venue N Line gets discs in the rear. Braking as a result is noticeably better than the standard Venue and bite is strong, and pedal feel is natural too.

2022 Hyundai Venue N Line: Exterior Design Updates

On the outside, it gets the typical red and black treatment with plenty of N Line badging. White might not be the ideal choice if you want to show off its ‘N’ credentials, so the Thunder Blue is a better bet here. However, the red highlights are rather easy to notice on the white car. The front bumper gets a big stripe down the bottom with “N Line” badges on the grille.

The exhaust has a throaty note but leaves you wanting more as you gain speed.

On the side there are red inserts on the fenders, roof rails and under the doors, and although the size of the wheels has not changed, the design is different. Out back, there’s more red on the bumper, but what steals the show here are the dual chrome exhaust tips. It’s not a major difference overall, and we would have liked more differentiating elements. Still, if you want a little more pop, the N line delivers that.

2022 Hyundai Venue N Line: Interior and Feature Updates

Inside, as you’d expect, the space remains the same, which isn’t great in the back, but offers a two-step recline for the backrest. The trunk volume is 350 liters.

The new three-spoke steering wheel is more comfortable to hold and also has a sporty appeal.

Trim-wise, you get an all-black interior with a good mix of red. There’s red around the buttons, on the air vents and even on the seat piping. There’s also red ambient lighting and it also gets an N-badged shifter. What’s properly new to the Venue N Line is three-spoke steering. It feels better to hold and has a sporty appeal too. The shift paddles have also been blacked out and the digital cluster is similar to the standard Venue.

The talking point though with the features is the inclusion of a dash cam that records footage from inside and outside. It’s a Full HD setup at 30fps, records as soon as the car is turned on and saves it to an SD card; in addition, you can also set it to record while the car is parked. It’s a really handy feature and it’s nice to see it built into the car, like in an accident, or even to prove you didn’t jump a traffic light, that footage is crucial.

The two-way dash cam can record even when the car is turned off.

Other features include N-line-specific metal pedals, and oddly, the air cleaner appears to have been removed. Still, you get the usual kit like a sunroof, wireless charging, an 8-inch touchscreen with Apple CarPlay and Android Auto, BlueLink connectivity and for rear passengers, two-step tilt on the top N8 variant. The cheaper N6, however, lacks many features such as two-stage reclining rear seat, electrochromic rear-view mirror with SOS switch, side and curtain airbags, dash cam, power driver’s seat, BlueLink connectivity with Alexa and Google support, 60/40 split seats and rear armrest.

2022 Hyundai Venue N Line: Price and Verdict

Venue N Line is priced between Rs 12.16 lakh to 13.15 lakh. Spec-to-spec, the N6 costs Rs 1.19 lakh more than the S(O), and the N8 is Rs 58,000 more expensive than the top-end SX(O). So it costs a bit more, but has the N Line increased driving pleasure? We would say yes; while a bit more power would have been nice, the N Line is more focused and engaging to drive. Tuning the suspension made it more nimble in corners, and the addition of rear disc brakes dramatically improved braking and control.

The front bumper has differently shaped air vents compared to the standard Venue.

And, of course, there’s the throaty exhaust note, which, while a bit muted for our tastes, adds aural drama to the driving experience. And then there’s the dash cam and extra sporty trim. Overall, the Venue N Line is an attractive option for those looking for a more exciting ride.

Also see:

Video review of the 2022 Hyundai Venue N Line

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Watch: How to attach engine room floor plates https://newac.eu/watch-how-to-attach-engine-room-floor-plates/ Thu, 15 Sep 2022 07:28:03 +0000 https://newac.eu/watch-how-to-attach-engine-room-floor-plates/ In this video, West P&I Club talks about the hazards of engine room floor plates, providing advice on how to secure them. As the club says, major accidents involving slips, trips and falls account for a significant proportion of personal injury claims. JA seafarer’s job is inherently risky. Injuries at sea come in many forms […]]]>

In this video, West P&I Club talks about the hazards of engine room floor plates, providing advice on how to secure them. As the club says, major accidents involving slips, trips and falls account for a significant proportion of personal injury claims.

JA seafarer’s job is inherently risky. Injuries at sea come in many forms and bodily injury is one of the most common of all P&I related occurrences. Many minor injuries, such as bumps, bruises, sprains, etc., go unreported and do not show up in the P&I statistics at all.

However, operators must be extremely vigilant with respect to the engine room. According to the video, this area is a complex compartment filled with machines and equipment of various sizes.

Most machines require access for maintenance, and monitoring approach structures and floor plates can be dismantled to allow access to machines from different angles and levels.

For this reason, the following must take place to ensure safe operation:

  • Whenever floor plates or handrails are removed, warning notices should be posted;
  • Openings must be effectively fenced or guarded;
  • The area should be well lit;
  • Floor plates and handrails must be fixed in place at the end of the work undertaken.

Additionally, loose plates and grilles are difficult to spot unsecured, and missing and damaged flats can easily cause a personal injury incident. In fact, the International Labor Organization Code spells out minor defects in the equipment or furnishings of the structure, such as uneven and damaged floors, which can cause cuts, bruises, trips and falls. .

Also, a common fault is the absence of screw fasteners, which results in loose plates. With this in mind, ensuring the plates are secured in place will reduce the risk of damaged injuries.

In addition, floor structures should be repaired as soon as possible, while floor structures should be included in the onboard planned maintenance system and closely monitored.

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Checking engine oil clearance and ring gap on our Subaru WRX https://newac.eu/checking-engine-oil-clearance-and-ring-gap-on-our-subaru-wrx/ Wed, 14 Sep 2022 05:15:00 +0000 https://newac.eu/checking-engine-oil-clearance-and-ring-gap-on-our-subaru-wrx/ When you’re used to digging through dirty, oily mechanics, there’s something incredibly satisfying about seeing completely clean, fresh engine components coming back together. That’s where we are with Hagerty’s current Redline Rebuild project, a bugeye Subaru Impreza WRX and its EJ205 turbocharged flat-four. How much does your car cost to insure? Find out in four […]]]>

When you’re used to digging through dirty, oily mechanics, there’s something incredibly satisfying about seeing completely clean, fresh engine components coming back together.

That’s where we are with Hagerty’s current Redline Rebuild project, a bugeye Subaru Impreza WRX and its EJ205 turbocharged flat-four.

How much does your car cost to insure? Find out in four easy steps.

Get a quote

While the bugeye body itself isn’t long for this world, the engine is in much better shape. In the previous video, host Davin inspected the cylinder heads, and while they were found to be cracked, the cracks shouldn’t be severe enough to affect operation.

However, the low end (or mid, if you prefer, given the flat engine layout…) seems more than healthy, and this week Davin is gearing up to put it all back together.

So now he’s down to the “measure twice, fit once” stage of the rebuild, checking oil clearance in the main bearings and journals, then ring gap for all four pistons.

This is a good opportunity to remind you of the tools needed for such a project, from the simplest like feeler gauges, to nifty bits of kit like the device for placing a piston ring squarely in a cylinder bore so that the segment deviation can be checked.

It won’t be long before the parts collection looks like an engine again, so if you want to follow Subaru’s progress, you can follow our Redline Rebuild page or subscribe to Hagerty’s YouTube channel here.

Read more

Redline Rebuild Update: Our Subaru Impreza WRX’s Oil System Is Confusing
The ex-McRae family’s Impreza could be yours… again
The joy of six: the engine that made Jaguar

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Russell suggests F1 needs to rethink engine penalties – Motorsport Week https://newac.eu/russell-suggests-f1-needs-to-rethink-engine-penalties-motorsport-week/ Sat, 10 Sep 2022 17:07:08 +0000 https://newac.eu/russell-suggests-f1-needs-to-rethink-engine-penalties-motorsport-week/ George Russell has suggested that Formula 1 will have to rethink the way it imposes penalties for overrunning power unit components in the future. Drivers are currently only allowed to run a certain number of power unit elements in a season – and if that number is exceeded they are hit with a grid penalty. […]]]>

George Russell has suggested that Formula 1 will have to rethink the way it imposes penalties for overrunning power unit components in the future.

Drivers are currently only allowed to run a certain number of power unit elements in a season – and if that number is exceeded they are hit with a grid penalty.

The FIA ​​has steadily reduced the number of permitted components over the past few years as turbo-hybrid units have been developed.

But ahead of Saturday’s qualifying session for the Italian Grand Prix, nine drivers were sanctioned for the Monza race for exceeding the quota.

Amid a period where F1 is pushing for a sustainable future, Russell responded when asked if the grid penalty system was bad for F1: “I mean it’s a double sword sharp.

“We try to be more sustainable in F1, reducing the parts and engines we use over the course of a season.

“With more and more races, we have three engines to take us through 23 races, running flat out on one engine.

“It’s a huge sum. It’s normal for there to be hiccups along the way. I’m sure F1 will be redesigned along the way.”

Russell finished qualifying on Saturday in sixth place, more than 1.3 seconds behind poleman Charles Leclerc.

However, due to penalties for the drivers ahead of him, Russell will be promoted to second place for the start of Sunday’s race alongside Leclerc.

“We don’t deserve to start P2 after today’s performance,” he said. “It was another frustrating session because we couldn’t get the car into that sweet spot.

“FP1 the car felt good, in FP2, FP3 significantly worse. In Q1, the car behaved well, [we were] a few tenths of Ferrari.

“Q2 was worse, Q3 was worse. But ultimately, that has been a theme this season. By fielding the P2 we will have a faster race car, probably not fast enough to fight Max, potentially Charles.

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