Error 404--Not Found

From RFC 2068 Hypertext Transfer Protocol -- HTTP/1.1:

10.4.5 404 Not Found

The server has not found anything matching the Request-URI. No indication is given of whether the condition is temporary or permanent.

If the server does not wish to make this information available to the client, the status code 403 (Forbidden) can be used instead. The 410 (Gone) status code SHOULD be used if the server knows, through some internally configurable mechanism, that an old resource is permanently unavailable and has no forwarding address.

Error 404--Not Found

Error 404--Not Found

From RFC 2068 Hypertext Transfer Protocol -- HTTP/1.1:

10.4.5 404 Not Found

The server has not found anything matching the Request-URI. No indication is given of whether the condition is temporary or permanent.

If the server does not wish to make this information available to the client, the status code 403 (Forbidden) can be used instead. The 410 (Gone) status code SHOULD be used if the server knows, through some internally configurable mechanism, that an old resource is permanently unavailable and has no forwarding address.

Tech Briefs

October 2002
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Ford power combination


Ford redesigned the TorqShift transmission to mate with the smaller Power Stroke V8 it's using in its F-Series trucks and Excursion SUVs.

More power and higher torque give the new Power Stroke diesel V8 a performance advantage over the diesel engine it replaces, claims Ford. "Because the engine gets smaller—from 7.3- to 6.0-L—we needed a more sophisticated transmission to really get the most out of performance feel and fuel economy," said Dave Szczupak, Ford's Vice President of Powertrain Operations.

Featuring a selectable tow-haul mode, the five-speed TorqShift transmission for F-Series trucks and Excursion SUVs automatically controls gear shifts and maximizes available torque on steep grades. A mere 15% of the four-speed transmission's parts are carryover components on the five-speed electronic shift controlled TorqShift.

The new transmission's cooling system has a 127% increase in cooler flow capacity. "We completely redesigned the pump; it has 5 gal/min going through it," said Barbara Samardzich, Chief Engineer of Automatic Transmission Engineering Operations for Ford in Livonia, MI, adding that "it's always important for any transmission to keep the fluid cool and clean."

TorqShift's control body employs electronic solenoids to manage the transmission's clutch elements. Solenoids are placed close to the clutches, and a filter screen helps prevent contamination of the solenoids. The transmission's electronic shift-control system monitors the engine, transmission, speed of vehicle, and driver inputs to optimize shift performance.

Designed and manufactured by Melrose Park, IL-headquartered International Truck and Engine Corp., the 6.0-L, four-valves per cylinder Power Stroke Diesel uses a hydraulic rail fuel-injection platform. The fuel-injection system uses the engine lubricating oil as a pumping medium, and a dedicated high-pressure pump provides 3000-psi (20,700-kPa) lube oil to the common rail. Inside the injector, pressure is intensified by a ratio of 7:1 to 26,000 psi (180 MPa).

The new Power Stroke diesel engine designed by International for Ford uses a hydraulic rail fuel-injection platform.

A new electronically controlled turbocharger employs a set of vanes that automatically adjust to optimize airflow within the turbo. A redesigned water pump—with no hose connections —trims the cast iron block with bedplate and cast iron cylinder heads. The engine employs cooled EGR.

The steel oil pan and pilot injection system of the engine contribute to a 20% noise reduction relative to the interior cabin. With 325 hp (242 kW) at 3300 rpm, the new diesel engine registers a 20% performance improvement from 0 to 60 mph (0 to 97 km/h) and a 15% performance improvement from 5 to 20 mph (8 to 32 km/h) when compared to the 7.3-L diesel it replaces. The torque rating on the 6.0-L diesel is 560 lb•ft (760 N•m) at 2000 rpm.

TorqShift is slated for additional applications in the next two years. The transmission likely will pair with 5.4- and 6.8-L gasoline engines powering heavy-duty trucks. "There will be some subtle transmission changes," said Szczupak. Because of torque curve differences between diesel and gasoline engines, the transmission requires select hardware design alterations as well as application specific calibrations.

- Kami Buchholz


GM's new crate engine



The 572, which will be hand-built, is the most powerful, largest displacement crate engine ever offered by GM Performance Parts.

The most powerful, largest displacement crate engine ever offered by GM Performance Parts is now on the aftermarket in two variants. The two versions of the 572 are a 720-hp (537-kW) engine (ZZ572/720R) with 12:1 compression designed to meet the needs of drag strip car racers and truck pullers, and a 620-hp (462-kW) engine (ZZ572/620) with 9:1 compression aimed at boaters as well as drag strip racers. "We saw an opportunity to deliver a larger engine at a better value than some of our competitor," said Gary Penn, Performance Parts Specialist for GM Service Parts Operations in Grand Blanc, MI. "With 572 in3, it will take them a long time to catch up."

Both engine versions feature forged crankshafts, H-beam connecting rods, and pistons, as well as revised aluminum rectangular port cylinder heads. "It improves the airflow through the intake ports vs. our current aluminum rectangular cylinder heads," said Penn.

Built off GM's big block engine, the 572's cylinder block deck height is 10.2 in (259 mm) vs. the 9.8 in (249 mm) of the 454. According to Penn, the "engines will be sold in base and deluxe configuration. Deluxe is complete from carburetor to pan for ease of installation. Customers are advised to check for adequate clearance to HVAC and brake booster because of the increased height of the engine."

The base engine is a long block assembly. "There is also a short block assembly planned for the ZZ572/720R," said Penn.

GM plans to hand-build between 800 and 1000 of the two 572 engine versions.

- Kami Buchholz


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Error 404--Not Found

Error 404--Not Found

From RFC 2068 Hypertext Transfer Protocol -- HTTP/1.1:

10.4.5 404 Not Found

The server has not found anything matching the Request-URI. No indication is given of whether the condition is temporary or permanent.

If the server does not wish to make this information available to the client, the status code 403 (Forbidden) can be used instead. The 410 (Gone) status code SHOULD be used if the server knows, through some internally configurable mechanism, that an old resource is permanently unavailable and has no forwarding address.