Chrysler 300 C Sedan - a review

CHRYSLER 300C SEDAN

The Chrysler 300C is a blend of the past and the present, of style and substance. It is truly a landmark vehicle for the American automotive industry. Not only has Chrysler brought back the legendary HEMI engine, it has also reinstated rear-wheel drive architecture in its new concept car, the Chrysler 300C. The Chrysler 300 series got its name from the engine horsepower output. As Chrysler celebrates the 50th anniversary of the legendary Chrysler 'letter series', the Chrysler 300 sports a particularly striking design, with a long, classic hood and a prominent grille. The interior of the Chrysler 300C has a handcrafted feel, which complements the equally dynamic exterior. With added extras, such as tortoiseshell accents on the steering wheel rim, gear stick and door pulls, reflect a feeling of opulence.

ENGINE

Tucked under the long, masculine hood of the Chrysler 300C is a 5.7-litre, HEMI�, V8 engine that produces 340hp at 5,000rpm and 390lb/ft torque at 4,000rpm. The car can go from 0-60 in 6.3sec. The new HEMI engine has been engineered to deliver outstanding performance, high fuel economy and minimal noise. The engine uses two sets of four cylinders, each in a V configuration. This engine incorporates multi-displacement system technology, meaning it can turn off the fuel consumption in one set of cylinders. This provides a 20% increase in fuel efficiency. The engine uses an electronically controlled, five-speed automatic transmission, with autostick for manually-selected gear changes.

The HEMI was named after its hemispherical combustion chambers. The first HEMI engine was produced 50 years ago for the now-revered Chrysler 'letter series' cars. The V8 engine used for the Chrysler 300C is smaller, lighter and uses technologies such as electronic throttle control and MDS to give an outstanding performance with improved fuel economy. The HEMI demonstrates incredible fuel economy, with consumption averaging 17mpg / 25mpg in city / motorway driving conditions respectively.

COMFORT

The well-equipped interior gives the 300C an opulent look. Tortoiseshell accents are used on the steering-wheel rim, gear stick and interior door handles for the first time. The two-tone colour scheme gives the interiors a spacious feeling. The 300C is equipped with a tilt-telescoping steering wheel, which adjusts for both tilt and reach. With a new DVD-based navigation system that features a colour display, AM/FM stereo, MP3 player, six-disc CD system and a navigation system, the travelling experience is both informative and entertaining. The seats are adorned with soft leather and the rear seats fold down for further luggage space.

MARKET RATIONALE

The Chrysler 300C model marks the return of the legendary HEMI engine. The 5.7-litre, HEMI V8 engine has been re-engineered to create a fuel-efficient powerhouse. This power is transferred to the road via a rear-drive architecture, complemented by 18in tyres and a fully independent suspension system. Even snow-belt customers can drive safely, using the all-speed traction control and electronic stability programme. The exterior styling of the 300C is domineering and the interior is both luxurious and comfortable. An exciting blend of style, performance, comfort and fuel economy makes the Chrysler 300C a landmark vehicle in the American automotive industry.

Oil Pump Replacement

OIL PUMP REPLACEMENT

Replacement of the oil pump on a 4th generation car will likely require 6 hours of work. Having a lift and air tools will make things much easier, but ramps and hand tools will also work fine. First, drain the oil and remove the oil filter. Unbolt the oil cooler adapter from oil filter pad (if so equipped). Unscrew the oil level sensor and driver side oxygen sensor. Unbolt and remove the starter (disconnect the battery to be safe and tape up the disconnected wires to keep them out of the way.

Next, unbolt and remove the Y-pipe and catalytic converter. You may have to spray down the bolts with rust dissolver and let it soak overnight. Remove the splash cover (manual tranny) or torque converter cover (automatic tranny). You might have some clearance problems with the oil pan on a manual tranny car.

Open the hood and disconnect air tube into throttle body. Place a piece of wood on the vibration damper on the crank snout, and put a jack under it. Jac the engine up to take the weight off the engine mounts, and unbolt the mount bolts. You may have to grind a flat spot onto the head flange on the passenger side bolt to clear the A/C lines. Don't try to force this bolt past the soft aluminum lines or you will gouge them possibly causing a leak.

Remove the oil pan bolts, and drain any additional oil that may have drained into the pan. Separate the oil pan from the block and jack the engine up as much as is needed to remove the pan past the crossmember. You may have to rotate the crank to get the front counterweights pointing up for clearance. If you have to do this, let the engine down on the mounts first, since your jack is on the crank and moving it will drop out the engine. While you're jacking up the engine, watch for any pinched or pulled hoses/wires as the radiator hoses get stretched somewhat tight. On an automatic car, this won't be as much of a problem since the tranny case doesn't extend all the way around the bottom like the manual tranny.

Once the oil pan is off, remove the three nuts holding on the windage tray. Then remove the oil pump bolt and pull out the oil pump and windage tray. Rebolt the pump on without the tray and measure from the main web to the bottom of the pickup. You need to set your new pump to this measurement. Bolt up the new pump and figured out where the pickup would have to be to match the old pump measurement. Scribe a line on the pickup and pump to match them up. Unbolt the pump, place it in a soft jaw vice, and heat up the intake tube hole with a propane torch for a few minutes.

Install the pickup tube (it will be very tight) using a piece of 3/4" pipe. Slot the pipe so it fits tightly against the pickup tube. Vice grip it to the pickup tube so it doesn't slip. Line up the pickup to the scribe line and hammer it quickly into the warmed up pump body. Reinstall the pump on the engine and re-measure the main web to pickup. You should be able to tweak the pickup by tapping it with a rubber mallet one way or another. Once the pickup is in the correct place, either put a few drops of lock-tite on the pipe/pump joint or run a weld bead around it.

Assembly is pretty much the reverse of the above. Make sure you replace the intermediate pump driveshaft when you bolt up the pump for good. Also put a few drops of lock-tite red on the oil pump bolt before torquing it to the spec of 65 lb-ft.

When assembling, it is critical that you glue up a new oil pan gasket (quite expensive at $40 from the dealer) with RTV (i,e, Permatex blue). Make sure you run a good bead around the four corners of the oil pan where the pan rail meets the front and back covers, at least 1" either way. Also put a light coating of RTV over the entire top of the gasket to glue it to the block. Make sure the front cover and back seal adapter grooves are spotless as these areas are prone to leaks. Also make sure the block is clean and oil free. You can use brake fluid on a rag (don't spray it directly onto the block) to clean the contact surface where the oil pan will sit. Make sure the gasket doesn't squish out anywhere, and ensure the front and back end seals are in place.

Button up the bottom end, bolt the engine back down, put back all the pieces you took off. Fill the oil filter with oil before putting it one and then fill the crankcase back up. Double check to make sure everything gets reconnected and start up the car to verify you have oil pressure within 1-2 seconds of startup. Remember, the oil pump needs to get primed and the filter needs to get filled up, so it will sit at 0 psi for a little time. Don't rev the motor. If it is still 0 psi after about 5 seconds and/or you start to hear knocking, shut the car off. If this happens, search for the driveshaft that you probably forgot to put back in and take it all apart again to put it in.

what is RTV in automotive science

Room Temperature Vulcanization
Rubber such as tires needs to be vulcanized with heat. RTV is catalized, but doesn't require heat. It doesn't stick to anything but other Silicone. It doesn't required a barrier coat or mold release. That's why it is so popular for mold making. Silicone caulk requires a release agent.
It allows the material to withstand heat and increases some of it's other properties. The only thing that I would add is that RTV is a process - not a product. Although most commonly associated with silicone molding materials, there are also RTV urethanes etc. Other types of vulcanization are the boiling process to vulcanize latex and using high pressure for certain silicones and urethanes. When molds are made of pewter miniatures for example - RTV silicone is not used, rather they put it all into a high pressure apparatus and vulcanize that way.

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Friday, December 02, 2005
  

  
     
  
  

         
    

	 
	 Turbo Charger - Basics
	 
    
    

	         

	

      
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The Turbine Side
So far we understand how the compressor side allows for more air to flow into the engine, but we must now understand what it is that makes the compressor wheel turn fast enough to create the boost in the first place. In turn, we are brought into the turbine side. A turbine is a term used to describe a fan like object that gets propelled by the flow of air, water or steam. In a hydroelectric power plant, the Turbine is propelled by the flow of water which then turns a generator. Within the scope of the turbo charger, the turbine is propelled by the flow of exhaust gases that come out of the engine. So the more exhaust that flows out of the engine, the faster the turbine will turn. Again, like the intake side, pressure can only be created if the flow of air is kept within an enclosed space; for this reason, we have the turbine housing.

Ups and Downs of Turbo Chargers

So it basically allows you to get more power out of a smaller engine. So in a car that would normally require 6 cylinders, you can now run 4 and still get close to the same power without the added weight and increased gas consumption.

While the turbo unit does provide ample cranking power, it is very dependant on the reciprocating process which I described earlier. This implies that we must somehow power the unit before it begins to give us anything in return. So its one of those deals where you got to give it something before it gives you anything in return. You can think of it as one of those greedy bastards you run across in life. He'll help you as long as you do something for him first. Within the framework of the article, the turbo unit requires exhaust pressure to turn before it begins to provide any added boost to the engine. As a result, what happens is that engines equipped with turbo units take a little while before they give off the power. So at lower RPM's you'll find that you don't get that instant throttle response that you would otherwise get in a naturally aspirated system. This is because the intake and exhaust functions of the engine are not intertwined much like they are in forced induction systems. However, in order to overcome this, turbo charged engines can be driven at higher RPM's. In turn, this keeps the unit constantly turning and fully ready to give off the extra pressure on demand. Of course, as most of you are already aware, this would in turn result in greater wear and tear on the engine and greater gas consumption. However, technology has allowed for many of the downsides of turbo units to be more or less overcome.

Another issue that must be addressed relates to the manner in which power is delivered through a turbo charged engine. Basically, the turbo system is quite sporadic. Meaning, it's sometimes hard for more novice drivers to know where and how the power is going to be brought on. Turbo charged cars tend to take a little while before any boost is generated, so the driver may find himself pressing down pretty far on the gas under 2 500 RPM's. However, once the boost is brought on, the driver would then experience a great jolt. This jolt, if not accommodated properly can send a rear wheel drive car into a severe drift. In some set-ups, this can be very lethal.

    
    
    
    
  
  
  
  
  
  
  
 

  



    

  
     
  
  

         
    

	 
	 MIVEC & More
	 
    
    

	         

	

      
Automotive [BLOGGER PREVIEW]



 	  GLOSSARY OF TERMS used at Mitsubishi motors



Active Trac? Drive System

Montero is equipped with the Active Trac? drive system. This one innovative system offers the versatility of rear-wheel drive (2WD), all-wheel drive (AWD) and 4-wheel drive (4WD-High/Low) allowing the driver a variety of options when taking on challenging, low traction conditions (wet roads/gravel/mud/sand) or the daily work commute.



Adaptive Shift Control

Mitsubishi's innovative Adaptive Shift Control incorporates software to adapt to most driving conditions you regularly experience. Through advanced electronic programming, Adaptive Shift Control learns your driving habits and responds accordingly by altering shift points. The result is a car that knows how you like to drive and optimizes your experience behind the wheel.



Anti-lock Braking Systems (ABS)

ABS helps to eliminate wheel lock-up during panic or emergency braking. When wheel lock-up occurs, the transfer of force between the vehicle's tire and the road is interrupted, which can make braking, steering and acceleration almost impossible.



With ABS, wheel speed is constantly monitored and a brief reduction of braking pressure occurs when impending wheel lock-up is sensed. By "pulsing" the brakes (up to 10 times per second), wheel rotation is modulated, helping to eliminate lock-up and maintain maximum driver control.



Clutchless Manual Shift Mode

Car buyers who have trouble choosing between automatic transmission or manual transmission can have the best of both with Sportronic? 4-speed transmission with Adaptive Shift Control. Its clutchless ?manual? shift mode offers easy, race-inspired shifting without having to operate a third pedal. By eliminating the usual ?H? pattern shifting method, Sportronic's? sequential shift pattern facilitates lightning-quick shifts. When in Sportronic's? clutchless manual shift mode, getting from gear to gear is as simple as pushing the shift lever forward to up-shift or pulling back to downshift.



Electronic Brakeforce Distribution (EBD)

Included as part of the available Anti-lock Braking System (ABS) for Montero, Electronic Brakeforce Distribution (EBD) uses electronic controls to optimize the applied braking force between front and rear wheels for different surface and vehicle load conditions. This feature ensures progressive and more consistent braking pressure.



Lower Anchors and Tethers for Child Seat Installation

Lower anchors and tethers for child seats are safety enhancements that help simplify child seat installation. This system uses two lower anchors and one upper anchor, as opposed to a seat belt, to secure the child seat. A more convenient approach to helping you keep your child safe, lower anchors and tethers for child seat installation are fully compatible with newer child seats and are backwards compatible with many older child seats.*



Mitsubishi Active Skid and Traction Control System (M-ASTC)

Standard on Montero and optionally available for Endeavor AWD, the Mitsubishi Active Skid and Traction Control System (M-ASTC) helps you maintain traction on wet roads, while turning a corner too sharply or in other challenging driving conditions. Multiple sensors constantly monitor available wheel traction and alert the M-ASTC control unit, which works with the vehicle's anti-lock brake system to insure optimal traction by applying any of the brakes as required to help you stay on course. So you can travel in confidence no matter where you want your Montero or Endeavor to take you.



Mitsubishi Innovative Valve timing and lift Electronic Control (MIVEC) Engine

The Mitsubishi Innovative Valve timing and lift Electronic Control (MIVEC) engine offers fuel economy in city driving conditions without sacrificing performance.



How does MIVEC work? At lower speeds (less than 3,500 rpm), the MIVEC engine intelligently adjusts itself to offer crisp throttle response to accelerate you through the intricacies of city driving. As engine speeds increase, MIVEC takes on its sportier side and spreads the power delivery throughout the rest of the RPM range by allowing more air into the combustion chambers.



MultiMode Anti-lock (ABS) Brakes

MultiMode ABS on Montero offers dynamic, sure-footed anti-lock braking capabilities in inhospitable conditions and performs whether you're in 2WD, AWD or 4WD (high/low ranges). Isn't it nice to know that when you've gotten yourself into a situation that demands 4WD, you can have confidence in your brakes, too?



Refined Impact Safety Evolution (RISE) Chassis

The Lancer boasts Mitsubishi's innovative Refined Impact Safety Evolution (RISE) chassis, which offers structural rigidity (to prevent longitudinal twisting), integrated, energy-absorbing crumple zones, strategically applied reinforcements at key body points and steel side-impact door beams to give you added peace of mind. These features help cradle you every mile you drive, as well as contribute to the Lancer's dynamic handling.



Security Logic

Available on all models, Security Logic is a security feature that works with power door locks. If you turn your key or click the unlock button once, only the driver's door unlocks. Turn or click twice, and all doors unlock. Also, if you fail to enter your car within the allotted amount of time, it relocks. Security Logic is a simple, smart way to protect your vehicle?and yourself. 

    
    
    
    
  
  
  
  
  
  
  
 

  



    

  
     
  
  

         
    

	 
	 Camshafts : Variable Valve Timing
	 
    
    

	         

	

      
There are a couple of ways by which car manufacturer's vary the valve timing. The most well known system is the VTEC which is used on some of the Honda engines. Other systems which some of you might not have heard of are: 
     
 
VarioCam/VarioCam Plus which is used on some of the Porsche engines,
MIVEC(Mitsubishi Innovative Valve timing and lift Electronic Control) which is used on the Mitsubishi engines,
VVT-i(Variable Valve Timing with Intelligence) and now VVTL-i (Variable Valve Timing and Lift with Intelligence) which is being used on the current Toyota and some Lexus engines,
VVL(Variable Valve Lift) which is used on the Nissan engines and also featured in the 350Z is the CVTCS (Continuously Variable Valve Timing System)
VANOS(Variable Onckenwellen Steuerung) which is used in the BMW engines and also the Double VANOS system on the new 3 Series and they are many more similar systems used by manufacturers such as Ford, Lamborghini and even Ferrari.
 
     
 What do all these Vs have in common? Well, in case you don't already know (or haven't yet guessed despite the monster hint in the article's title), the V stands for valves or, more specifically, variable valve timing. 
     
 Before you can appreciate how important valve timing is, you have to understand how it relates to engine operation. Remember that an engine is basically a glorified air pump and, as such, the most effective way to increase horsepower and/or efficiency is to increase an engine's ability to process air. There are a number of ways to do this that range from altering the exhaust system to upgrading the fuel system to installing a less-restrictive air filter. Since an engine's valves play a major role in how air gets in and out of the combustion chamber, it makes sense to focus on them when looking to increase horsepower and efficiency. 
     
 This is exactly what Honda, Toyota and BMW and quite a number of other manufacturer's have done in recent years. By using advanced systems to alter the opening and closing of engine valves, they have created more powerful and clean burning engines that require less fuel and are relatively small in displacement. 
     
 Before we take a look at each of these variable valve-timing systems, let's rehash how valve timing normally works. Until recently, a manufacturer used one or more camshafts (plus some pushrods, lifters and rocker arms) to open and close an engine's valves. The camshaft/camshafts was turned by a timing chain that connected to the crankshaft. As engine rpm's rose and fell, the crankshaft and camshaft would turn faster or slower to keep valve timing relatively close to what was needed for engine operation. 
     
 Unfortunately, the dynamics of airflow through a combustion chamber change radically between 2,000 rpm and 6,000 rpm. Despite the manufacturer's best efforts, there was just no way to maximize valve timing for high and low rpm with a simple crankshaft-driven valve train. Instead, engineers had to develop a "compromise" system that would allow an engine to start and run when pulling out of the driveway but also allow for strong acceleration and highway cruising at 70+ mph. Obviously, they were successful. However, because of the "compromise" nature of standard valve train systems, few engines were ever in their "sweet zone," which resulted in wasted fuel and reduced performance. 
     
 Variable valve timing has changed all that. By coming up with a way to alter valve timing between high and low rpm's, Honda, Toyota and BMW and many more manufacturer's can now tune valve operation for optimum performance and efficiency throughout the entire rev range. 
     
 Honda was the first to offer what it called VTEC in its Acura-badged performance models like the Integra GS-R and NSX (it has since worked its way into the Prelude and even the lowly Civic). VTEC stands for Variable Valve Timing and Lift Electronic Control. It basically uses two sets of camshaft profiles-one for low and mid-range rpm and one for high rpm operation. An electronic switch shifts between the two profiles at a specific rpm to increase peak horsepower and improve torque. As a VTEC driver, you can both hear and feel the change when the VTEC "kicks in" at higher rpm levels to improve performance. While this system does not offer continuously variable valve timing, it can make the most of high rpm operation while still providing solid drivability at lower rpm levels. Honda is already working on a three-step VTEC system that will further improve performance and efficiency across the engine rpm range. 
      
 The camshaft in a pushrod engine is often driven by gears or a short chain. Gear-drives are generally less prone to breakage than belt drives, which are often found in overhead cam engines. 
     
 Toyota saw the success Honda was having with VTEC (from both a functional and marketing standpoint) but decided to go a different route. Instead of the on/off system that VTEC employs, Toyota decided it wanted a continuously variable system that would maximize valve timing throughout the rpm range. Dubbed VVTi for Variable Valve Timing with intelligence, Toyota uses a hydraulic rather than mechanical system to alter the intake cam's phasing. The main difference from VTEC is that VVTi maintains the same cam profile and alters only when the valves open and close in relation to engine speed. Also, this system works only on the intake valve while VTEC has two settings for the intake and the exhaust valves, which makes for a more dramatic gain in peak power than VVTi can claim. 
     
 Ferrari has a really neat way of doing this. The camshafts on some Ferrari engines are cut with a three-dimensional profile that varies along the length of the cam lobe. At one end of the cam lobe is the least aggressive cam profile, and at the other end is the most aggressive. The shape of the cam smoothly blends these two profiles together. A mechanism can slide the whole camshaft laterally so that the valve engages different parts of the cam. The shaft still spins just like a regular camshaft, but by gradually sliding the camshaft laterally as the engine speed and load increase, the valve timing can be optimized. 
     
 Several other manufacturers, including Ford, Lamborghini and Porsche have jumped on the cam phasing bandwagon because it is a relatively cheap method of increasing horsepower, torque and efficiency. BMW has also used a cam phasing system, called VANOS (Variable Onckenwellen Steuerung) for several years. Like the other manufacturers, this system only affected the intake cams. But, as of 1999, BMW is offering its Double VANOS system on the new 3 Series. As you might have guessed, Double VANOS manipulates both the intake and exhaust camshafts to provide efficient operation at all rpm's. This helps the new 328i, equipped with a 2.8-liter inline six, develop 193 peak horsepower and 206 pound-feet of torque. More impressive than the peak numbers, however, is the broad range of useable power that goes along with this system. 
     
 Several engine manufacturers are experimenting with systems that would allow infinite variability in valve timing. For example, imagine that each valve had a solenoid on it that could open and close the valve using computer control rather than relying on a camshaft. With this type of system, you would get maximum engine performance at every RPM. Something to look forward to in the future!