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Cop hits 150 mph in the 9 minute video, but never sees the guy again after this clip.
Posted on 03/05/2024 5:05:53 PM PST by matt04
Jaguar used to make some pretty fast cars with inline sixes. They sounded amazing, too.
Oh great, more horsepower for the dim-witted hood rats who race up and down the streets and burn donuts in every intersection.đ
On a positive note, one of these morons totaled out his car by eating the rear of a semi truck last week.
I hope they give it a nice BIG gas tank to piss the liberal quacks off.
I had thought CAFE standards killed off the inline six?
I remember the one Jeep used to use back in the 90s was a beast of a motor.
EGzactly!
No turbo V8 HEMI
Sounds nice. Until you realize that it’s a combination of Chrysler and Fiat quality.
No thanks.
“Jaguar used to make some pretty fast cars with inline sixes. They sounded amazing, too.”
Can confirm the XJs of the 1990s while electrical nightmares purred like kittens. I had a European spec V12 Vanden Plas that was a good sounding motor when it decided to run that day after chanting and live animal sacrifice to Lucas the dark Prince of electrical.
A Jaguar doesn’t accelerate it advances.
I was thinking more along the lines of XK120s and E-Types when they still had “carburettors.”
Yes, British electrics are a nightmare.
I read somewhere that you can cure the anemic charging system in MGBs by using an alternator for a Chevette. It may be blasphemous, but if it works, so what? Just keep the original parts in a box and go driving.
Once saw a chap wearing a t-shirt with the Lucas logo that read, â If Lucas made guns wars wouldnât startâ.
Having known several folks who owned MGâs of varying vintages I found that to be quite amusing. And true.
Manufacturers made fewer inline six engines as they switched to vehicles with a transverse mounted, (crankshaft perpendicular to the direction of travel) front-wheel-drive engine connected to transaxle for front-wheel-drive. This restricted them to inline four cylinder engines and V-6 engines to fit it in sideways.
Vehicles with longitudinally mounted engines are mostly rear-wheel drive (exceptions being some of the older front-wheel-drive cars such as the Cadillac El Dorado and Oldsmobile Toronado) and were inline 6 engines, inline 8 engines (way back in the day), and V-6, V-8, V-10, V-12, and the rare V-16.
Manufacturers dropped the inline 6 except for some sports cars such as BMWs or Toyota Supras but as the number of all-wheel-drive automobiles has increased, a few manufacturers returned to the inline longitudinally mounted engine as it leaves more room for the driveshaft to the front axle without the need to raise the vehicle like conventional four-wheel-drive vehicles such as Jeeps, trucks, and vans.
The inline 6 in particular has the advantage of running smooth and doesn't require an additional balancer that a V-6 does. It's also significantly less expensive to manufacture than a V-6 or V-8.
Supercharging and/or turbo charging can be more efficient in an inline engine where the intake and exhaust are on opposite sides of the engine head, allowing a higher volume of air to pass through (air comes in one side and is exhausted almost straight out the other). V engines require more angles to move the air (in - down - out). The comparatively limited space on top of the V engine restricts just how much piping one can have (unless you want to drive around with a stack sticking up out of the hood like a dragster), whereas the inline engines have more horizontal space along both sides of the engine for wider diameter piping and thus more air flow.
An inline engine also accepts a single turbo well which keeps costs down compared to twin turbos found in V-6s or V-8s. While a V engine can have one turbo if one wants to get creative with the piping, V engines instead usually have two turbos - each connected to an opposite-side exhaust manifold (with all the increased costs).
You may find this 4 minute video interesting. It's from Jason Fenske on his YouTube page 'Engineering Explained', about twinchargers. He explains it very well. (He has quite a few other videos worth watching too).
https://www.youtube.com/watch?v=4birhPB5Twk
It involves bypass valves and a clutch on the supercharger. The supercharger handles the boost until the turbo spools up, they both run together through a crossover stage, until at higher rpms the clutch for the supercharger disengages and the turbo runs on its own.
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Cop hits 150 mph in the 9 minute video, but never sees the guy again after this clip.
That is what they say. But we had a Regal GS with a 3.8L V6 with a supercharger. When driving conservatively, the car got excellent fuel economy on the highway... about 30mpg. It was quite a sleeper and we had a lot of fun with it. I could always tell when my wife had been hot-rodding because it would really suck down the gasoline when hitting the accelerator hard.
We had a retired Ford Police Interceptor with a v-8. The Buick could walk away from it and most other cars in just about every situation. This was especially true of loud little Japanese cars with young punks driving them.
I had everything stripped off the engine a couple of times because the intake tended to blow gaskets.
Of course I started out with cars with V-8s when I was a youngster. I had a 68 Chrysler New Yorker with a 440 V-8 with a 4 barrel carburetor. That car was a true gas guzzler.
The primary reasons that the turbo's get better fuel economy is because they don't have a pulley being driven by the engine and they put them on tiny engines that have almost no torque.
Good points. To me the inline six has an elegance that sets it apart from other configurations. I’ve had two Supras, two classic BMWs, and a 1951 Chevrolet pickup all with inline sixes that were a big part of what made them enjoyable.
That is an interesting video! You do realize however that the twin turbo charged engines in the Dodge Charger do not have a supercharger? The engines will likely not reach maximum torque until they get to about 6000 rpm and then only after the turbos spin all the way up. It is an apples to oranges comparison when looking at a larger engine with a supercharger that develops maximum torque at half the RPMs. It is a different experience.
Since these are inline engines the twin turbos are almost certainly a sequential arrangement with the upstream turbocharger optimized for lower-rpm and the downstream for the top end (both probably are active). There should be next to no turbo lag or peakiness.
With the gasoline small displacement turbocharged engines we are discussing here... the more noticeable phenomena has more to do with low torque at low rpms. The high horsepower and high torque numbers quoted are typically not reached on most until the RPMs are up around 6000 rpms regardless of the turbo configuration.
I once installed a two stroke engine that had no transmission, just a clutch on a mountain bike which had a very noticeable power band that caused it not to produce much power until you reached about 10 mph, then it would really start pulling. This is of course an exaggerated example but might give some the idea of the difference between a larger displacement engine with a supercharger which gives instant torque at low rpms and a small displacement engine with a turbocharger which has to reach higher rpms before it really starts pulling. Turbo chargers are best for mid to high end boosts regardless of the configuration. It is the nature of the beast.
âSuperchargers provide optimal impact on larger engines with more cylinders and higher displacement. Without the turbo lag, you can access instant power across the entire powerband and achieve significantly more horsepower than with a turbocharger.â
Inline 6 and V-12 engines are “naturally balanced,” which is a math exercise that takes a couple of whiteboards full of trig to prove.
They truly are smoother. They also sound better. IMHO, a V-12 is the best sounding engine design, with an I-6 as next best.
Modern I-4, V-6 and V-8 engines have become almost as vibration-free with computer design of better balancing including the use of balancing shafts, etc., but they sound “lumpy” to my ear.
That lumpy sound is what makes a V8 sound so good.
Personal preferences.
I would really prefer a turbine.
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