intake manifold melted
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Updated Version Of 2018 Kia Rio, 1.4 MPI Engine With 6AT Automatic Transmission
First, Kia Rio continued to carry a 1.4L natural intake engine, but the transmission is upgraded from
Volkswagen Adds New Aftersales Service - Walnut Blasting Decarbonizer
Over time, carbon deposits will accumulate into black soot that hardens around the intake valves, resulting
2020 Proton X50 has 2 turbo engines – one direct injection, one port, what’s the difference?
In this setup, fuel is injected into the intake port to be mixed with air before entering the combustion
New 2021 Hyundai Elantra N Line sport sedan teased
fascia by a cascading grille specific to the N Line cars.The sedan also sports a motorsport-inspired air intake
Engine braking is good for you, but how do you use it?
That creates a vacuum in the intake manifold.
6 reasons why cars catch on fire, and how to avoid them
spots on the ground, and you lose oil.However, when engine oil leaks onto the extremely hot exhaust manifold
Brake disc rust - Is it dangerous? What should you do about it?
libretextsBesides the brake discs, there are other parts that have exposed ferrous metals too like the exhaust manifold
Launched in Malaysia - 2021 Porsche Panamera facelift is the perfect car for mid-life crises
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Wearing a Cross-facia: 2020 Mitsubishi Pajero Sport Facelift
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This Blitz-tuned Toyota Raize is how you should modify your Perodua D55L
from the “Power Con”, Blitz has also fitted the Raize demo car with an open pod-style air intake
HKS can now update the R32 Skyline GT-R's RB26 with modern tech, 600 PS and 5 L/100km?
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Drive68 body kit fitted to the 2020 Honda City
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Review Post intake manifold melted
The nonexistent intake manifold that broke off into the engine and melted. Goodbye, Genevieve. It's a sad day for us. http://t.co/hGfribPOCw
Jesus H Wolf. This engine got so hot it melted the intake manifold. Got it cleaned up and found this. It's smart to replace it anyway but... Damn it. I didn't want to spend $400 for one. Might check some junkyards around here. Can clean them up as long as it isn't melted. https://t.co/XFN2wuIwTw
3.8L Really only has the melted intake manifold plenum prob. Usually around 100k-150k, It will give you a false head gasket problem..
@patchychilli @actualpaca just waiting for the day I open the hood and the entire intake manifold is melted. It'll probably still run fine too
@skywalker300 its costing me 550 to fix my car the whole intake manifold melted
I added a video to a @YouTube playlist https://t.co/yYDgcln8Hg Ford 4.6L V8 Intake Manifold Cracked or Melted Coolant Inlet Fix
Great Diagnosis Today on a Audi 2.0t TFSI exhaust shooting into intake melted intake manifold runners found broken rocker arms so exhaust Valves we’re staying shut
@SKSKUNK52 @DachWuff Melted the damn intake manifold....
D16Y7 Intake Manifold wiring issue..?: About a week ago, my spark plug wires melted in the spark plug sleeves (s... http://t.co/r22NL2SD
Soooo my cars got like 3 melted spark wires and hole in the air intake manifold...$305 bucks...#sheesh
Review Q&A intake manifold melted
Mechanics, what's the most obvious lie a customer has told you about why their car is broken?
Mechanics, what's the most obvious lie a customer has told you about why their car is broken? “How long were driving after it overheated?” “It never ran hot..” “Please explain how the camshaft sensors and the plastic intake manifold melted.. Because it also warped the cylinder block and head..”
What is the difference between a dead and live virus?
There is none, because viruses aren’t alive. A virus straddles the fuzzy boundary between living and dead. That’s why biologists and doctors talk about “inactivated” or “attenuated” viruses, not “dead” viruses. It’s helpful to think of a virus as a machine. In fact, in a lot of ways, it’s a machine that’s simpler than your car. What’s the difference between a living and a dead car? None, because cars aren’t alive. Cars can be working or not working. You can, for example, pull the spark plug wires, or drain the gas tank, or fill the intake manifold with Silly Putty, and a working car will become a not-working car, even though they look pretty much the same. Inactivated viruses are a bit like not-working cars: some part of the machinery has been changed or damaged to make it not work. You can inactivate viruses by heating them so the protein coat is damaged, or the genetic material is destroyed. You can hit them with radiation to destroy the genetic material. You can break the virus into pieces. Your body’s immune system does not recognize the entire virus. It looks for and recognizes certain parts of the virus, called “antigens” or “antigen subunits.” As long as just that part is intact, it doesn’t matter how badly damaged the rest of the virus is. By way of comparison, if you open the hood of a car, melt the engine into slag, and then close the hood, people walking down the street will still recognize it as a car. They’ll see it and say “yep, that’s a car,” even though the engine is totally destroyed. You can take the wheels off and people will still say “yep, that thing I’m looking at is a car.” Your body will look at the outer shell of a virus and say “yep, that’s a virus,” even if the genetic material is completely destroyed (or entirely removed altogether). You can take parts of the virus off and your body will still say “yep, that thing I’m looking at is a virus.”
What is the round spring loaded damper type thing on my 1989 Dodge W150 exhaust?
Question: “,What is the round spring loaded damper type thing on my 1989 Dodge W150 exhaust?” You mean this thing? That is called the Exhaust Manifold Heat Riser Valve. Here is a view of one of them on the manifold. What you described as a spring, the part that does look like a clock spring, is actually a bi-metallic strip. It expands when hot and contracts when cold, opening and closing the damper. The bit of iron you see on the end of the valve’s shaft is a counter weight which assists this operation. These devices were essential on carbureted engines. Evaporation of any liquid results in a temperature drop. The atomization of gasoline in the carburetor creates such a chilling effect. At the least, this chilling effect inhibits the vaporization of the gasoline. Rather than being the desired homogenous stoichiometric 14.6 to 1 mixture of vaporized fuel and air needed for proper combustion, the chilled mixture in the intake manifold would contain an uneven mix of vaporized fuel and liquid fuel droplets. This would be unevenly distributed in the intake manifold, often resulting in the cylinders farthest from the carburetor being effectively starved for fuel. At its worse the chilling effect could cause carburetor icing. Note that the carburetor shown in the diagram is an updraft carburetor…kind of an upside-down version of what you are used to. When carburetor icing occurred the evaporation of the liquid gasoline would chill the carburetor throat. Moisture in the incoming air would condense on the inside of the carburetor and turn to ice. The performance of the engine would drop. Eventually the ice would build up until it blocked airflow through the carburetor. The engine would shut down and could not be restarted until the warmth of the engine caused the ice to melt. (On a cool day when the humidity was high you could actually see frost forming on the outside of the lower portion of an engine’s carburetor.) The Exhaust Manifold Hear Riser Valve redirected heat from the exhaust manifold to the intake manifold and the base of the carburetor, warming them and the fuel/air mixture, aiding the evaporation and even distribution of the fuel in the manifold. This warmth enhanced engine smoothness and prevented carburetor icing when the incoming air was both cool and wet. Note that some engines, notably the excellent Nash Ambassador 7-bearing inline-6, resolved the fuel distribution and carburetor icing problem by casting the intake manifold as an integral water cooled (and heated) part of the engine block.
Will an intake manifold leak hurt the engine?
An intake manifold leak might upset the fuel / air mix to the point of melting pistons and / or valves or other components by making the engine “run lean” which means with a lower fuel:air ratio than normal. An electronic fuel injected engine will attempt, via its engine management software to compensate for the extra air. This is likely to result in, depending on the scale of the air leak (as the manifold leak ,will, introduce unaccounted for air into the combustion process) a noticeable change from normal running conditions The engine could appear to idle quicker or run roughly, if it runs at all. It could cut out at random and the exhaust emissions will likely be more polluting than they should be and this in turn will affect the fuel economy (usually negatively).
Why is it necessary to atomise the fuel when it is injected to diesel engine?
For combustion to take place Fuel Atomisation is necessary. Fuel atomisation means breaking the fuel into small particles which can further be mixed / emulsified with the air in order to ensure proper Air-Fuel Ratio for combustion. See, the smaller the fuel droplets, the greater the surface area for a given amount of discharged fuel. Thus, there is more exposure to heat so the phase change to a vapor becomes greatly improved. An easy way to think about this would be a block of ice on a hot summer day and an equal mass of shaved ice spread out on the same surface. The shaved ice has a greater surface area and will melt quicker than the block. As the engine speed increases, the fuel and air velocity through the intake manifold also goes higher, and more of the fuel is atomized than would be at low speeds. Hope this will help you understand the Concept of fuel Atomisation :)
What is the reason why Volvo recalled 70,000 cars, faulty airbags or fire risk?
The intake manifold can melt if there is any back fire into the intake manifold. Sounds like the intake manifold is made of plastic. Below is the Australian recall notice from the Aust Gov site. Volvo Car Australia — Volvo S60 MY2014-2018, S90 MY2017-2018, V40 & V40 Cross Country MY2015-2019, V60 MY2014-2018, V90 Cross Country MY2017-2019, XC60 MY2014-2017 & XC90 MY2016-2018
Supercharger or Turbocharger? Which is your preference and why?
Both are excellent air compressors. Each has their own advantages and disadvantages. I’ve used more turbochargers than I have Superchargers. But that doesn’t mean it has determined my preference. I really do not have a “preference” because I would use either one for a specific application in racing or street use, depending on what the goal is. Essentially, there really isn’t a technical preference, so long as the usage covers all requirements for a given application and limits are understood. Engines are initally designed with a basic engineering framework in mind. You may be attempting to modify or upgrade an engine that was not originally intended for any type of air compressor. The engines camshaft plays an important role in power production and I’ve written about this before. Intake valve (and exhaust) timing is critical to; Air volume Velocity Efficiency (VE) Flame travel Mechanical compression Contamination Engine RPM Engineers create a cylinder head design based on the operating parameters required to achieve horsepower and torque. The duration and amount of valve lift is dependent on size of the cylinder and the above points are then determined. Air compressed designed cams are generally shorter duration (center line) and lower valve lift profiles in order to maintain higher volumetric efficiency. Valve sizing is critical if maximum horsepower is required. The results determine how fuel efficient (BSFC) the design (rich / lean) and adjusted accordingly. Camshaft design is not a standalone process. Each component is modified or redesigned to achieve results desired. Every component is reviewed. The valve size may be too small or big. The intake manifold runner lengths may be too large, small, short or not long enough. There are aftermarket cylinder heads that change the angle of the ports (relative to the pistons) that can dramatically improve compressed air flow. This is particularly true for exhaust ports on turbocharged engines and intake ports for intake mounted supercharged engines. The same applies to connecting rod length, piston shape and wrist pin height. Long rod engines are not necessary for air compressed engines to work really well. In fact, short(er) connecting rods configurations tend to help as piston dwell at top dead center is reduced and piston speed (up and down strokes) velocity increases, reducing duration of sustained pressure. If however, the question is about how important modifying an existing engine design, the answer becomes a little bit more involved and complex. An existing high compression (more that 10:1) engine is not an ideal candidate for the addition of an air compressor unless high quality fuel is used. Even then, the risk of damaged components dramatically increases. Intake and exhaust valves work together and ,can ,influence BSFC because of valve overlap (timing and lift) created by camshaft ,duration,. Because of this, if the engine was a normally aspirated, high reving engine, the supercharger will work better than a turbo option because the pressure cycle is faster with little or no latency. Ignition timing will have to be dialed back (retarded) across the RPM operating range or detonation is likely. As you can see, choices become potentially restrictive with an existing engine combination. BSFC is not a static ratio that is applied across the entire operating range. Generally speaking, the fuel burn efficiency can vary between 20-95%, depending the RPM, load, air temperature, humidity, etc.. As air compressor (PSI) increases, managing the fuel curve becomes critical or washing the piston rings (rich) or melting a piston (lean) are likely trouble spots. For example, a high compression ratio engine will generally have lower lift and valve timing duration than a low compression engine. This affects intake manifold runner size, earlier mentioned valve diameter size and how much valve lift can be achieved. Intake manifolds can share the plenum or be tunnel (individual port runner) ram. Turbochargers tend to equalize airflow while superchargers will force airflow into the cylinder head, whether it likes it or not. An engine with moderate compression ratio (8.5 - 9.5:1) and capable of high RPM, chances are, the valve duration timing will be longer and probably have larger valves and actual valve lift will be lower. These are good candidates for adding a turbo or supercharger. If the engine is already supercharged / turbocharged and the goal is to make (additional) 100 HP and 125 ft lbs of torque, engineers can design a camshaft with less duration, cam lob lift and overlap with a smaller valve than a similar sized engine that is normally aspirated version. But it will probably burn more fuel under acceleration but have equal or better overall fuel efficiency. It would not be enough to gain 100 HP. A supercharger pulley change (increasing pressure) or larger turbo will be required. The camshaft can't do it on its own. There are important considerations how one should choose an air compressor option: Money (cost is a significant factor, be honest about what you want to spend) Engine bay space (profile, air movement, installation plumbing, engineering, etc) Performance versus weight (horsepower, torque, vehicle weight) Complexity - relative to engine design (engine size, OHV, OHC, DOHC, etc.) Electronics (ignition, emissions, etc.) Fuel System (carburetor, fuel injection - common rail / direct) Fuel Type: diesel / gasoline / alcohol /natural gas / propane / nitro-methane Power priority: Torque or Horsepower relative to displacement Engine design: cross flow cylinder head, traditional V-8, V-6, Inline, Boxer, cylinder head, air cooled, water cooled Available options used or not: Inter-cooled, Air / Water cooled Compressor pressure(s) desired RPM limitations Durability vs. maintenance cycle Knowing this, the option chosen might be already determined, regardless of a “preference”. Retrofitting a turbo or Supercharger on an ,existing, engine, consider what has to be resolved first; Turbo / Supercharger size (volume) CFM rating (velocity) Oil system (requirements) Cooling (water/oil) Air Pressure (management) Type of engine / fuel combination is an important consideration. Diesel engines: Glow plugs for initial ignition start Iron Cylinder block wall material (block is probably cast iron) Increased compression ratio High pressure fuel injection (500+PSI) Turbocharging for most transportation applications. Larger oil crankcase pan and capacity Larger cooling system and capacity Gasoline engines: Spark plugs (type, heat range, availability) Mandatory digital sensor system Some engines are all Aluminum construction for all major components (most applications) Less overall weight Capable of sustained high RPM's - lower rotating (weight) mass Capable of extreme operating environments (-50 C to +45C) without extensive preheating cycle, fuel injection cycle requires less pressure and capacity Generally speaking, turbochargers have these advantages: Light weight Torque increase across broad rpm range Reduced complexity (management) Superior thermal power output Flexible air pressure management options including compound turbocharging using variable exhaust side vane inlet control, effectively reducing turbine velocity. When used with a properly sized wastegate, the effects dramatically reduce latency response during acceleration and can reduce overboost situations Works well with “stock” camshaft and cylinder head designs in retrofit applications. Flexible installation placement (does not necessarily have to be installed directly after exhaust manifold primary outlet) Reduced risk of catastrophic engine damage if mechanical turbocharger failure occurs as most failures are oil lubrication failures that destroy exhaust turbine blade and do not send debris into intake manifold. (inlet turbine blade failures do occur, but not as often as exhaust) Turbocharger drawbacks: Saturated (soaked) heat in engine bay and core engine components Limited air pressure control points (blow off valve/wastegate can fail, rather spectacularly) Air compressor lag (conventional, non-compounded) and excessive pressure management limitations Lubrication system complexity (oil / water: each have their limits) May require larger radiator to compensate for higher combustion temperatures Requires high quality engine oils that can comply to high temperature performance environment Complex engine management (tuning) Supercharger advantages: On demand, near linear air compression reaction time (reduced latency) Instant power increase across horsepower and torque bands from very low RPM to maximum limits Reduced saturated heat Longer maintenance interval cycle Multiple designs available including direct drive belt turbocharger (invented by Paxton in the 1960’s and updated to modern standards and material alloys) style enabling multiple plumbing options to be considered in addition to the classic roots style architecture. Supercharger disadvantages: Limited sizes available relative to installation space available Complex installation and component design (shaft placement, pulleys, drive belt connection points) Weight (higher center of gravity, more components required) Consume horsepower (drive pulleys, rotors, etc.), burning more fuel and reducing thermal efficiency (relative to BFSC: Brake Fuel Specific Consumption) Limited pressure management options (except drag race engines that use one time use pressure blow off (release) plates. Power control (pulley change required with complex re -tuning of electronic ignition programming) Camshaft selection and cylinder head flow is a critical requirement to leverage power requirements Lubrication failures Higher fuel consumption (compared to turbochargers) per cubic displacement (rarely do we see superchargers used on 4 cylinder engines of small displacement) Complex engine management (tuning variables) Air Compressor rotor / blade failure can lead to catastrophic engine damage as parts enter intake manifold Cannot be used with low grade (octane) fuel in high performance applications unless a pulley change reduces compressor pressure. Application use is the primary consideration that usually decides which one to use. For example, Top Fuel dragsters have no space limitations to mount a massive supercharger atop the intake manifold and deliver instant power gains at the blip of the throttle, a key reason they have been successful in developing 15,000+ horsepower out of engines displacing 500 Cubic inches. Turbochargers are excellent in small form factor applications and deliver astonishing results because small 3 and 4 cylinder engines can turn the crankshaft / piston speeds (rpm) to develop incredibly high air pressure that can maximize volumetric efficiency in a wider range of cylinder head designs. Fuel type is an important consideration. Diesel engines with their naturally higher compression ratios and durable parts designs (pistons, connecting rods, crankshaft and cylinder walls) maximize the thermal energy of a relatively low grade fuel. Pound per pound, diesel engines build more torque at lower rpm than gasoline turbocharged engines do if the displacement is less than 2.0 liters. If the vehicle is heavy, a turbocharged gasoline engine will not be as efficient or powerful as one equipped with a diesel equivalent. Engines that are designed to be used in high performance applications also have to comply to rules set down by sanctioning organizations. This often decides which type of air compressor can or should be used. In classes where fuel quantities are limited (maximum fuel allowed) but the type of fuel is not, then a turbocharged diesel will the strongest candidate. This is especially true of endurance races. For a daily driver street car, one of the things that has to be taken into account in addition to initial cost, is the complexity of the system being contemplated and what kind of driving environment the engine will face every day. Air compressor technology of any kind will require attention to maintenance in environments that must operate in hot summer weather and harsh winters. In general, turbochargers will be more efficient and less complex than their supercharger brethren if these conditions have to be considered. Superchargers will burn more fuel in a daily driver car or truck. There’s simply no way getting around this as mentioned earlier. They also are slightly more finicky to tune because there are limited options to manage air pressure. Blow off (sometimes known as pop off valves) are more complex to install, configure and use in most supercharger applications that are designed to be mounted directly to the intake manifold. Turbochargers will burn less fuel and work at higher altitudes without difficulty. But they can and do create more underhood heat that is difficult to dissipate. This is especially true in modern small car engine bays. Turbochargers also have the modern advantage of variable vane pressure options being used in its design. Thus the pressure can be managed either mechanically using electronic solenoids or membrane / spring release control valves. The challenge is the initial tuning configuration. Ignition Electronics (sensors and primary ignition system) are critical in order to maximize its potential. The advantage is the ability to create multiple tuning “stages” that offer multiple settings that can be used “on the fly”. Superchargers have limited options unless variable camshaft duration is available. Generally speaking, air compressed engines should be used on a very strong foundation of core engine assembly parts. But in general terms, turbochargers can used on stock engines if low boost pressure settings and sizing are initially chosen. Supercharged engines have some flexibility depending on the pulley ratios available but then require a very complex pulley system to be designed and retrofitted if the engine never came with a supercharger in the first place. As some of us like to call it - redneck power - turbocharging is a lot easier to adapt than a supercharger is. This is especially true of a owner wants to modify his or her engine with used parts. Turbochargers are (as a general rule of thumb) easier to adapt to different engines than a supercharge is. I’ve built turbocharged engines using a commonly available used turbocharger for use in Marine, street rods and race cars that used stock engines and work very well for what was asked for power improvements with very few modifications required for the rest of the engine assembly. However, exhaust pipe routing and design must be carefully laid out or trouble will easily crop up and could lead to engine bay fires, burned pistons and oil lubrication failure. Each type of air compressor has its good and bad merits. Money is an important factor. But if I had no limits, other considerations still have to be factored into my choices…. If I was building a truck pull or drag race engine, supercharging is the way I would go. If I was looking to increase truck towing capacity and still maintain (relatively) good fuel economy, I’d pick a turbocharger system. If I was looking at increasing power in a small form factor, turbocharging. If I was looking to have the bling of showing off a show car in a display, almost nothing beats a great big Roots style 8–71 Supercharger all polished up and can make one hell of a mean exhaust sound on a big block 500+ cubic engine. Superchargers have been successfully used in V-6 and V-8 cars right from the factory including Cadillac, Mustang, Camaro, Pick up Trucks and Corvettes. Some street rod fans have gone to the wrecking yards and found a “donor” car to take every component of these supercharged models (from engine to computer, transmission and drive line) and retrofitted them into other cars - for a reasonable price. And it is no longer daunting to undertake such a swap. The level of skill required is not above the average backyard mechanic these days because of the Internet. There are hundreds of YouTube videos and newsgroup forums that have been published that just about enables anyone to under take such a project. Be forewarned, it is a long process that can be frustrating to complete. But it is not impossible. And you should still check with your local / state and federal laws on registering requirements and emissions requirements. Some fabrication of parts maybe required and could be a safety issue if not designed and built properly. You could be sued for negligence if the fabricated parts are not compliant to safety regulations in some jurisdictions. Sometimes choices are made for you, while in other circumstances they are not. Opinions should not influence your choice. Doing your research and applying what you are asking of the engine to do, should be the deciding factors as I have described. Good luck!
What is your most "you've got to be kidding me" experience at a car mechanic?
What is your most "you've got to be kidding me" experience at a car mechanic? The Dodge Caliber that “never ran hot”, and somehow the cam sensors and intake manifold have melted..
How many miles can a 3800 V6 go for?
If you are referring to the Buick 3800 V-6, then they are very reliable. In my opinion, this was among the best engines GM has ever produced. I’ve seen Park Avenues with a supercharged version of this engine achieve over 30 MPG, and produce 245 HP. They had problems for a few years when they tried to use a plastic intake manifold. The EGR pipe would get hot and melt through the plastic, causing coolant to flood into the intake and combustion chambers. This would hydrolock the engine. If this happened at low speeds and you didn’t try to restart and run the engine, you could replace to upper plenum, change the oil and be on your way. GM had a redesign that was better (still plastic, but the EGR passage was smaller) but you had to also replace the lower intake manifold as well. Big money. If the hydrolock occurred at high speed or you just kept pushing the car to run, you could bend a connecting rod. I’ve seen it happen during my time at a Buick-Oldsmobile dealer. GM finally wised up when they made the series III and went back to good old aluminum intakes. But I digress. Overall the 3800 has been a very reliable engine and I’ve seen examples with over 300,000 miles.
How long do most car intake manifolds last for?
Car intakes normally last the engine lifetime. If you overheat, new plastic manifolds will melt. Metal can warp. s
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