- Reaction score
- ZEPHYRHILLS FL
That is what the software geeks are for . . .Engineers might be worried about over-revving with taller gears.
X-2!Damn bean counters!
Ha! That three year horizon has been on the horizon for over 10 years when the MIT pals first talked-up the concept . . .Working, practical flying cars have been produced, are being successfully tested and the manufacturer foresees production models available to the public within three years.
Perhaps that will turn into reality now that China is unilaterally canceling contracts to accept recycle material and causing a global glut / stockpile / nuisance. Then again, maybe not as some other countries are starting to look like they might fill the void and accept the material.The plastics to fuel COULD help on the low b100 amount if gubmint would get out of the way and the owners. We found that over 10% of the required gas and diesel supply could be replaced without cutting into actually used recycled plastics. we were going to pull on plastics that still go into landfills.
You had an om603, completely different engine. Om603 was the 2 valve per cylinder still having alot of roots with the infamous om617 workhorse. And the om603's biggest downfall was emissions(gee, sounds like a common problem). That early dpf mounted right at the turbo sent egt's and backpressure sky high on those engines with the high sulphur diesel the US had in the 80's. Yes the head had some faults to it, but several pushed those hards HARD without failure if they managed egt's and coolant temps. The om606 was the 4 valve per cylinder and was light years ahead of the om603 in design. Mercedes spared no expense with it as they wanted it to be the premiere light duty diesel in a passenger car. Even the DI succesors used alot of parts from those early engines, they were designed that good.Yeah, but like all engines, bean counters can wreck a great design. even the om606 like I had- early heads were junk.
My wife would quickly correct and tell you I'm never right. The om603 is supposed to be good for about 180-185 hp with a turbo and the stock pump maxxed, but a set of 7.5mm elements can quickly push that up over 300. The 603 is supposed to be good for about 375-400hp while the 606 can take 600hp built up. It's insane what the guys at black smoke racing did with the 606, and now they're using a om648 direct injected 3.2l(om606 with a om603 3.5l crank). They were putting down over 700hp last I heard from a 3.2l direct injected straight 6.@THEFERMANATOR
See! I get rid of it and shortly after get the numbers mixed up! If you ever change your screen name it should just be “alwaysrightguy”. Haha!
Yeah that big heat catcher really brought out the issues of the first built heads. Mine was never retrofitted and had the old style head- I found out it was just a gasket that popped in it from the kid that got it at the tow yard when the person I sold it from drove it around with no plates or insurance. He cleaned up and is running old head, redid ip & injectors and stuffed an hx35 on that little 3 liter. That was last month I saw him driving it. I am sure he needs a trans or rearend by now from the power and his love of burn outs and drifting!
All 4 tires that were new before selling it are bald, he rotated them once. Only put about 3,000 miles on it so far- haha
Ahh the younger years...
Yeah the 606 is WAY different.
Talking to a guy at work yesterday that drives around 30+ hours a week in his Colorado dmax- he still loves his new work truck. Found out it was the first one sold in Nevada as a gubmint program purchase deal from GM. He said hasn’t had single problem yet. Well, tires.
We checked his tow rating- 7,600. He has done 6,100 several times. Said you “She knows that weight is there, but she likes it.”
He calls it his Minimax. Another guy calls his a duramini.
I Still want to drive one hot rodded up...