Tag Archives: Torque

Mazda 6/GS/GT

VEHICLE: 4-dr., 5-pass. Sedan, FWD

No doubt about it whether its the Mazda3  or the Mazda Speed these automotive products certainly carry their weight.

ENGINE: 2.5L 14 DOHC/^/3.75L V6 DOHC HP (@ RPM): 170@6000/^/272@6250

TORQUE @ RPM: 167@4000/^/269@4250 TRANS 6M

FUEL CONSUMPTION (L/100km): CITY: 10.4 HWY: 6.9 FUEL GRADE: Reg TANK (L) 70

TIRES: 215/55R17/ 235/ 45R18

SPECIFICATIONS (mm): WB: 2789 L: 4940 W: 1839 H: 1471 CURB WEIGHT (kg): 1489

Bigger, longer, wider, and ‘more’ in nearly every way, the 6 trades its formerly modest dimensions for a significantly stretched skin. Similar to these check this out  But by dropping the popular wagon and hatchback models, is a ‘one-size-fits-all’ the best way to go? Time will tell.

No doubt about it whether its the Mazda3  or the Mazda Speed these automotive products certainly carry their weight.

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Mazda Speed3

VEHICLE: 4-dr., 5-pass. Hatchback, FWD

ENGINE: 2.3.OL I4 DOHC Turbo HP (@ RPM): 263@5500

TORQUE @ RPM: 280@3000 TRANS 6M

FUEL CONSUMPTION (L/100 km): CITY: 11.8 HWY: 7.6 FUEL GRADE: Prem TANK (L) 55

TIRES: 215/45R18

SPECIFICATIONS (mm): WB: 2639 L: 4491 W: 1765 H: 1466 CURB WEIGHT (kg): 1439

Ah, power. It corrupts absolutely, right? Well, not in the case of this car. Usually in front-wheel-drive cars, more than 260 horsepower is too much to handle. Check this out . Not here. And really, who doesn’t like driving a sleeper “wagon” that will do 240 km/h without breaking a sweat?

Mazda 3 Sport GX/GS/GT

VEHICLE: 4-dr., 5-pass. Hatchback, FWD

ENGINE: 2.0L 14 DOHC HP (@RPM): 148@6500/^/156@6500

TORQUE @ RPM: 135@4500/^/150@4000 TRANS 5M

FUEL CONSUMPTION (L/100 km): CITY: 9.2 HWY: 6.7 FUEL GRADE: Reg TANK (L) 55

TIRES: 195/65R15 / 205/55R16 /205/5017

SPECIFICATIONS (mm): WB: 2639 L: 4491 W: 1755 CURB WEIGHT (kg): 1272

We see a 3 Wagon. And apparently there’s nothing sporty about wagons. But naming this hatchback ‘Sport’ has helped it find favour with many drivers around the world, and really, the more wagons the better. Great practicality mixed with unbeatable driving pleasure.

Plymouth Prowler

1999 is the first year you can order Plymouth Prowler in something other than purple. Yellow is already available. Prowler Red and Prowler Black are due later.

Prowler’s 3.5-litre V6 also powers Chrysler 300M and Chrysler LHS. Both debuted this year in new-generation formats, so Chrysler used the occasion to re-work the all-aluminum engine; it now makes 253 hp (up 39) and 255 lb.ft of torque (up by 24). For Prowler duty it’s tuned to run on premium fuel, and customized with a quicker throttle cam, retuned intake and exhaust, and re-programmed engine management system. As last year the only tyranny is an automatic fitted with AutoStick. While it looks intimidating, the Prowler is easy and fun to drive, with great seat-of-the-pants acceleration and neat engine burble. But with its massive rear tires and smallish front ones it under-steers – like a pig.

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Mercedes-Benz SLK

The SLK is famous for its roof – the automatic retractable hardtop transforms it from coupe to roadster in 30 seconds. While the SLK is a two-seat open-air automobile, it’s not a performance or handling maniac like some of its roadster competitors. But SLK moves in that direction for 1999 with the new availability of five-speed manual transmission and optional AMG-designed Sport Package.

In addition to cosmetic enhancements (side sills, and new front and rear facias), the Sport Package adds handling muscle via a bigger version of its staggered wheel and tire set up (225/45ZR17 front, 245/40ZR17 rear). Motivation remains the duty of supercharged 2.3-litre “four” which cranks out 185 hp, and 200 lb. ft. of torque anywhere between 2,500 and 4,800 rpm. Also carried over is the driver-adaptive 5-speed automatic.

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AMC Concord 1978-83

The facelifted, renamed replacement for the Hornet as AMC’s compact-class entry was discontinued in 1983, so finding parts and service is no problem check out Winnipeg Waverley Auto Mall. Mediocre fuel economy with any available engine. Unexciting performance except with the 304 V-8 (1978-79 only). Most used models will have AMC’s anvil-tough 258-cid six teamed with Chrysler built “Torque Command” 3-speed automatic. This is the best drivetrain for what has become by present standards a rather overweight, oversized compact. Cramped rear seat accommodations and less than generous luggage room (on fixed-trunk models) offset by good durability/repair record. Most models nicely equipped, more so than earlier Hornets. Safe but uninspired road manners. Not the best buy for mileage or passenger room in a used compact, but a nicer, quieter car than the Hornet and may have an edge in long-term reliability over some rivals.

Fordomatic

The Fordomatic transmission is a torque converter type using three elements: the usual impeller, turbine and stator units connected to a planetary gear transmission. Ford terms the torque converter a combination hydraulic torque multiplier and fluid coupling. The planetary gear system is a compound gearset. On later models, one multiple disc clutch and two bands provide two forward speeds and one speed in reverse.

Two pumps are used to supply oil under pressure to operate the control band and clutch, lubricate the entire transmission and keep the converter filled. One pump is driven by the converter impeller, the other by the transmission output shaft.

The selector level has five positions: P (Park), R (Reverse), N (Neutral), D (Drive) and L (Low).

In Neutral and Park positions, the clutch and both bands are released by spring pressure, and drive through the transmission is impossible. In Drive position – first gear – in Low position and also in kickdown, the low band is applied. In Drive position – high gear – the low band is released and the high clutch is engaged. In Reverse position, the reverse band is applied.

 

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Torque – Command Transmission

Currently, American Motors’ automatic transmission-equipped cars use three-speed Torque-Command transmissions much like Chrysler’s Torque Flite. Three different models are used, and they are similar in size, appearance and operation. All models combine a torque converter and planetary gear system, giving three forward gear ratios and one reverse. The three element torque converter incorporates an impeller connected to the engine, a turbine splined to the transmission input shaft and a stator connected to the transmission case through an overrunning clutch. The transmission contains two multiple disc clutches, two bands and servos, an overrunning clutch and two planetary gearsets with a common sun gear. The two gearsets are connected to the two clutches through a driving shell, which is splined to the sun gear and front clutch retainer. The hydraulic system of the Torque-Command units includes a single oil pump,  a valve body containing the pressure regulating and shift control valves, the governor valve assembly, two band-actuating servos and the accumulator.

Dexron transmission fluid is cooled by circulation through which drives the planetary sun gear is locked in place, the planetary pinions are forced to “walk” around the secondary sun gear, driving the internal gear at intermediate speed.

In high with the selector level in D position, the front and rear clutches couple both sun gears to the input shaft.

 

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Flash-O-Matic

The Flash-O-Matic consists of a torque converter coupled to a three-speed dual driving range automatic transmission. The converter incorporates an impeller connected to the engine crankshaft, a turbine splined to the transmission input shaft, and a stator connected to and controlled by a free-wheel unit.

Front and rear oil pumps, are used to supply fluid to the converter, lubricate the parts and build pressure in the various oil circuits. A primary regulator valve regulates control pressure to meet all driving requirements. A manual valve, controlled by the transmission selector lever, opens combinations of oil passages to the valve and units which are required for the drive range selected.

A compound planetary gear train supplies the necessary gear combinations to provide neutral, low, intermediate, high and reverse gear ratios. Major elements include a primary sun gear, secondary sun gear, primary and secondary pinions held in a common pinion carrier, and an internal gear attached to the transmission output shaft. The selector lever has six positions: P, R, N, D2, D1 and L. In D2, the transmission starts in intermediate and automatically upshifts to direct drive. In D1, it starts in low and automatically upshifts to intermediate, then direct. In L, the transmission stays in low gear. The selector lever may be moved from D2 to D1 to L or from L to D1 to D2 at any car speed.

The various gear ratios are dependent on which gears are being held and which are driving. This phase of automatic transmission control is accomplished by clutches, bands and servos. Front and rear multiple disc clutches are used. Actuation of the front servo applies the front band to the rear clutch drum and locks the secondary sun gear to the transmission case. Actuation of the rear servo applies the rear band to the pinion carrier, locking it to the transmission case.

In Neutral position, none of the gear train members are held or driving, so there is no transfer of power. In Park, the parking pawl is engaged with external teeth on the output shaft internal gear, locking the output shaft to the transmission case.

In Drive range, D1, the front clutch couples the primary sun gear to the input shaft. The sprag  clutch is engaged and holds the planetary pinion carrier. The primary sun gear drives the planetary pinion which, in turn, drives the internal gear and output shaft.

In intermediate position (second speed), the front clutch engine is slowly cranked, the distance from the lowest point to the highest will be the lift of the cam.

It is important to measure the lift of all cams in the engine to determine if any are worn, since the cams do not all wear at the same rate. Worn cams occasionally are the cause of lost power or misfiring, which is often overlooked when troubleshooting. If a check on valve lift shows that it is less than it should be, the cams can be reground on special machinery. In most cases, however, the camshaft is replaced.

 

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Slip Joints

One method of lengthening or shortening the drive shaft is by means of a splined shaft coupling or “slip joint.” Fig.,46-11. This movement is less pronounced on a torque tube drive, but a slip joint is used at the one universal joint.

When the type of slip joint shown in Fig. 46-11 is used, it is possible to assemble it incorrectly. This results in annoying vibration. Such joints are usually marked for correct assembly. If they are not marked, make sure both yokes are in the same plane, or “in phase.”

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