cylinder block

At the very least, the cylinder block will be used, as may most other parts.

The 198 gave better performance than the 170, and was less costly to make, since it used the same cylinder block as the 225.

So so what do you make the cylinder block out of?

Further planned modifications, such as new cylinder blocks, were not carried out.

Engine output is taken from the rotation of one cylinder block.

Each liner stood slightly proud of the cylinder block face.

However the material of both cylinder block and head was now aluminium.

Several activities can be done with the cylinder blocks.

The oil pressure switch was now located at the rear of the cylinder block.

In 1989 there was a redesign of the 2.5 to permit both it and the 2.2 to use a common cylinder block.

The cylinder block was redesigned for use with a balance shaft.

The water pump housing is cast integral with the cylinder block.

The two cylinder blocks rotate together, coupled only by the pistons.

Larger bores have been shown to weaken the cylinder block.

Notably, the functions of engine accessories were integrated into the cylinder block.

The bore is the diameter of the circular chambers cut into the cylinder block.

All the steel used in cylinder blocks and crankshafts produced is recycled.

The pumping pistons protrude from the opposite end of the cylinder block.

The valve chest consists of two elements which are forced into the cylinder block from the front and rear.

Normal construction techniques used three parts, two cylinder blocks and a separate crankcase.

The cylinder block was made from cast iron.

They consist of pistons, a cylinder block and a head, which contains the valve train.

The balance shafts are relocated from the cylinder block to oil pan module.

Light alloy cylinder blocks have their usual weight advantages, but these must also withstand the high forces.

The cylinder blocks were bolted onto the crankcase, all light alloy parts.