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83-558: The Rover V8 engine is a compact OHV V8 internal combustion engine with aluminium cylinder block and cylinder heads , designed and produced by Rover in the United Kingdom, based on a General Motors engine. It has been used in a wide range of vehicles from Rover and other manufacturers since its British debut in 1967. The Rover V8 began life as the Buick 215 , an all-aluminium OHV pushrod engine introduced in 1960 for

166-466: A camshaft , pushrods and rocker arms , therefore becoming the first OHV engines. In 1896, U.S. patent 563,140 was taken out by William F. Davis for an OHV engine with liquid coolant used to cool the cylinder head, but no working model was built. In 1898, bicycle manufacturer Walter Lorenzo Marr in the United States built a motorised tricycle powered by a single-cylinder OHV engine. Marr

249-450: A healthy 3,905 cc (3.9 L) engine will produce in excess of 240 bhp. Once a reproducible specification had been determined, the bulk of engine production was undertaken by North Coventry Kawasaki (NCK), which company was subsequently purchased by TVR to become their in-house engine division known as TVR Power. About 100 cars (TVR 390SE) were built with the 3,905 cc (3.9 L) engine; TVR's later '400' offering being based on

332-407: A hybrid design combining elements of both side-valves and overhead valves. The first internal combustion engines were based on steam engines and therefore used slide valves . This was the case for the first Otto engine , which was first successfully run in 1876. As internal combustion engines began to develop separately to steam engines, poppet valves became increasingly common. Beginning with

415-425: A knock sensor for ignition timing adjustment, perhaps this was achieved using an external Knock Control Regulator. The Motronic units have 2 injection outputs, and the injectors are arranged in 2 "banks" which fire once every two engine revolutions. In an example 4-cylinder engine, one output controls the injectors for cylinders 1 and 3, and the other controls 2 and 4. The system uses a "cylinder ID" sensor mounted to

498-503: A loophole in the rules, the pushrod engine was allowed to use a larger displacement and higher boost pressure, significantly increasing its power output compared to the OHC engines used by other teams. Team Penske qualified in pole position and won the race by a large margin. In the early 21st century, several pushrod V8 engines from General Motors and Chrysler used cylinder deactivation to reduce fuel consumption and exhaust emissions. In 2008,

581-537: A new intake and exhaust system, extra block ribbing, revised pistons, and larger cross-bolted main bearings . The 1995 4.0 produced 190 hp (142 kW; 193 PS) and 236 lb⋅ft (320 N⋅m). Production of the 4.0 ended in 2003. The final version of the engine, used until 2004 in the Land Rover Discovery , produced 188 hp (140 kW; 191 PS) at 4,750 rpm and 250 lb⋅ft (339 N⋅m) at 2,600 rpm. Applications: In

664-400: A rare variant of the 3.9. This unit has 93.5 mm (3.68 in) cylinder bores (instead of Rover's own 94 mm (3.7 in) that was introduced some years later) and thus has a capacity of 3,905 cc (3.9 L). Flat-topped pistons and high-lift camshaft gave a compression ratio of 10.5:1. TVR claimed 275 bhp as the output and whilst this is generally disregarded by aficionados,

747-485: A result, GM ceased production of the all-aluminium engine after 1963, although Buick retained a similar 300/340/350 cid engine (iron block and alloy heads, later all-iron) (1964–1980), as well as a V6 derivative (1962–2008) which proved to have a very long and successful life. In January 1964 Rover gave American operations head J. Bruce McWilliams permission to investigate the possible purchase of an American V8 engine for Rover cars. History relates that McWilliams first saw

830-462: A single unit. By controlling both major systems in a single unit, many aspects of the engine's characteristics (such as power, fuel economy, drivability, and emissions) can be improved. Motronic M1.x is powered by various i8051 derivatives made by Siemens, usually SAB80C515 or SAB80C535. Code/data is stored in DIL or PLCC EPROM and ranges from 32k to 128k. Often known as "Motronic basic", Motronic ML1.x

913-532: Is achieved by altering the timing of the main injectors based on engine temperature. The idle speed is also fully controlled by the digital Motronic unit, including fast-idle during warm-up. Updated variants ML 2.10.1 through 2.5 add MAF Mass Air Flow sensor logic and direct fire ignition coils per cylinder. Motronic 2.1 is used in the Porsche 4 cyl 16V 944S/S2/968 and the 6 cyl Boxer Carrera 964 & 993, Opel/Vauxhall, FIAT & Alfa Romeo engines. The M2.3.2 system

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996-461: Is also fully controlled by the Motronic unit, including fast-idle during warm-up (therefore no thermo-time switch is required). The ML4.1 system did not include provision for a knock sensor for timing adjustment. The ignition timing and fuel map could be altered to take account of fuels with different octane ratings by connecting a calibrated resistor (taking the form of an "octane coding plug" in

1079-530: Is continuing and new ML-Motronic versions appear, Bosch launched the M-Motronic. There were many versions. While older versions were improved and further developed, new M-Motronic versions appear. So it makes no sense, to identify newer/older versions within the first counting numbers after the “M”. For example: The M2.3 und M2.3.2 (used by Audi/VW) appears long before 1997. So the M1.5.5 is much more developed than

1162-465: Is located in the air flow meter to work out the air mass. However, if the engine is turbocharged , an additional charge air temperature sensor is used to monitor the temperature of the inducted air after it has passed through the turbocharger and intercooler , in order to accurately and dynamically calculate the overall air mass. Motronic 1.1 was used by BMW from 1987 on motors such as the M20 . This version

1245-405: Is powered by various i8051 derivatives made by Siemens. ?? ?? The Motronic ML4.1 system was used on Opel / Vauxhall eight-valve engines from 1987 to 1990, Alfa Romeo and some PSA Peugeot Citroën XU9J-series engines. Fuel enrichment during cold-start is achieved by altering the timing of the main injectors based on engine temperature, no "cold start" injector is required. The idle speed

1328-595: Is the same as 1.1, but uses a hot-film MAF in place of the flapper-door style AFM. This version was used by BMW on the S38B36 engine in the E34 M5 and on the M70B50 engine in the 750il from 1988 until 1990. Motronic 1.1 was superseded in 1988 by the Motronic 1.3 system that was also used by PSA on some XU9J-series engines (which previously used Motronic 4.1). and by BMW. The Motronic 1.1 and 1.3 systems are largely similar,

1411-638: Is used in non- VANOS BMW M50B25 engines. Motronic 3.3 is used by BMW M60B30/B40 V8's in the 5, 7 & 8 series. Motronic 3.3.1 is used in BMW M50B25 engines with VANOS. Motronic 3.7 is used in the Alfa Romeo V6 engine in the later 12 valve 3.0L variants, replacing the L-Jetronic . Motronic 3.7.1 is used in the Alfa Romeo V6 engine in the 24 valve variants. Motronic M3.8x is used in many Volkswagen/Audi/Skoda vehicles Motronic M4.x

1494-665: Is very reliable and problems encountered are usually caused by poor contact at the associated plug/socket combinations that link the various system sensors to the Electronic Control Unit (ECU). Predecessor of the ME Motronic. Also used in the Opel engines C16SEI Was used since 1991 in the Opel Astra F with C20NE engine. Major change was the use of a MAF instead of AFM in the Motronic 1.5. Was used since 1994 in

1577-765: The Honda C engine as its top engine choice. MG Rover Group used the 4.6 L SOHC 2-valve Ford Modular V8 engine in the Rover 75 and MG ZT 260 from 2003-2005. The Rover V8 remained with Land Rover when it was sold to Ford by BMW . Although Land Rover has switched to the Jaguar AJ-V8 engine for new applications, they wanted production of the engine to continue, and they arranged for production to restart in Weston-super-Mare under MCT, an engineering and manufacturing company. MCT will continue limited production of

1660-569: The Jaguar AJ-V8 engine, the last mass-produced Rover V8 was made in May 2004, after 37 years of production, and just under 1 million engines produced. The 2004 Land Rover Discovery II was the last mass-produced vehicle to use it. The last Rover-badged vehicle that used the Rover V8 was the Rover SD1 , which was discontinued in 1986 and replaced by the Rover 800 , which used a 2.7 litre variant of

1743-406: The '450 BV' (Big Valve). In 1995, Land Rover enlarged the Rover V8 to 4,552 cc (4.6 L; 277.8 cu in). The bore remained the same size as the previous 4.0 at 94 mm (3.7 in), but the engine was stroked by 10.9 mm (0.43 in) giving 82 mm (3.23 in) in total. Output was 225 hp (168 kW; 228 PS) and 280 lb⋅ft (380 N⋅m). Production of

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1826-418: The 1885 Daimler Reitwagen , several cars and motorcycles used inlet valve(s) located in the cylinder head, however these valves were vacuum-actuated ("atmospheric") rather than driven by a camshaft as with typical OHV engines. The exhaust valve(s) were driven by a camshaft, but were located in the engine block as with side-valve engines. The 1894 prototype Diesel engine used overhead poppet valves actuated by

1909-449: The 1906–1912 Wright Brothers Vertical 4-Cylinder Engine . In 1911, Chevrolet joined Buick in almost exclusive use of OHV engines. However, flathead "side-valve" engines remained commonplace in the U.S. until the mid-to-late 1950s, when they began to be phased out for OHV engines. The first overhead camshaft (OHC) engine dates back to 1902, in the Marr ; however, use of this design

1992-428: The 1961 US model year (it was on their drawing boards in the late 1950s). The compact alloy engine was light, at just 144 kg (317 lb), and capable of high power outputs: the most powerful Buick version of this engine rated 200 hp (149 kW), and the very similar Oldsmobile "Jetfire" turbocharged version made 215 hp (160 kW), both numbers SAE gross . Based on sales volume and press reports,

2075-432: The 1996 model year OBD II diagnostics were introduced on some cars while M4.3 was beginning to be phased out. The last M4.3 equipped cars were made for model year 1997. The Motronic 4.4 was used by Volvo from 1996 until 1998. The M4.4 was based on its predecessor and featured only a small number of improvements. Memory capacity was doubled and a few new functions were introduced such as immobilizer compatibility. OBD II

2158-583: The 4.6 ended at Solihull , UK, in 2004. The final version, introduced in the Range Rover P38 , produced 218 hp (163 kW; 221 PS) at 4,750 rpm and 300 lb⋅ft (407 N⋅m) at 2,600 rpm. The last mass-produced application of the Rover V8 was in the Land Rover Discovery , up until the vehicle was redesigned in 2005. It is still used by some hand-built sports cars built by some independent manufacturers. Applications: A 5.0 L; 304.9 cu in (4,997 cc) variant of

2241-768: The Buick V8 at the works of Mercury Marine , where he was discussing the sale of Rover gas turbines and diesel engines to the company (Mercury Marine did indeed use the Land Rover 2.25 L (137.3 cu in) diesel engine in marinised form). However, it is likely that McWilliams was aware of the Buick engine before this. In any case, McWilliams realised that the lightweight Buick V8 would be ideal for smaller British cars (indeed, it weighed less than many straight-4 engines it would replace). McWilliams and William Martin-Hurst began an aggressive campaign to convince GM to sell

2324-470: The Chimaera, there also existed a version with an 80 mm (3.15 in) crank and 94 mm (3.7 in) bore giving 4,444 cc (4.4 L; 271.2 cu in) capacity, which was used by TVR in the low-volume special 450 SEAC , the race version thereof and the subsequent Tuscan Challenge racers. A tiny number of Griffith and Chimaera road cars were built with a version of this engine, known as

2407-468: The ECU received several upgrades, including migration from a distributor-based ignition to coil on plug sequential ignition and an added overboost function. This ECU ended in 1997 when the last Audi S6 rolled off the assembly line. This ECU was also used in the legendary Audi RS2 Avant. The V8 version of the ECU was only single processor based while retaining all the same features of the turbo 5-cylinder ECU less

2490-588: The GEMS system (many years) and finally Bosch Motronics for 2 years. The engine is still cast now (2011), in an improved version, by Coscast in Birmingham, UK . As well as appearing in Rover cars, the engine was sold by Rover to small car builders, and has appeared in a wide variety of vehicles. Rover V8s feature in some models from Morgan +8 , TVR , Triumph TR8 , Land Rover and MGB V8 , among many others. By

2573-484: The Griffith and Chimaera, TVR Power, a Coventry-based subsidiary of sportscar maker TVR, built a Rover V8-version with a 4.3 L; 261.2 cu in (4,280 cc) displacement using the 77 mm (3.03 in) stroke crankshaft and 94 mm (3.7 in) bore size. The bore and stroke were identical to Rover's 4.2 engine but Rover rounded down to 4.2 L while TVR rounded up to 4.3 L. The main difference between

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2656-523: The Land Rover and TVR versions lies in the usage of Land Rover 3.9 pistons (usually of the 9.35:1 compression version, some report of low compression (8.13:1) pistons being used in a small number of engines) of which the tops were machined down to match the deck height, thus increasing static compression ratio. Head gaskets were originally copper and slightly thicker than the composite gaskets of later engines. TVR 4.3 engines tended to have elaborately ported cylinder heads with minimized valve guide protrusion into

2739-687: The Meteor's 60° bank angle. Meteorites were built for heavy duty vehicles, for marine use and as stationary power units: it powered the Thornycroft Antar or Mighty Antar Tank Transporter – and as such was used to transport Meteor-engined tanks – and also heavy transport on the Snowy Mountains Hydro-Electric Scheme in Australia. As the aluminium block made this engine one of the lightest stock V8s built, it

2822-645: The Motronic M1.7 and two distributors. This system was used by Volvo on the B6304 engine used in the Volvo 960. Motronic M2.x is powered by various i8051 derivatives made by Siemens, usually SAB80C515 or SAB80C535. The ML 2.1 system integrates an advanced engine management with 2 knock sensors, provision for adaptive fuel & timing adjustment, purge canister control, precision sequential fuel control and diagnostics (pre OBD-1). Fuel enrichment during cold-start

2905-782: The Opel Omega B with X20SE engine. (Modified successor of C20NE engine) Major change to the Motronic 1.5.2 was the use of DIS ignition system, knock sensor and EGR valve. Was also used in the Opel engine X22XE. Used in Fiat/Alfa/Lancia and Opel vehicles. The key feature of Motronic 1.7 is the elimination of an ignition distributor, where instead each cylinder has its own electronically triggered ignition coil. Motronic 1.7 family has versions 1.7, 1.7.2, 1.7.3, all of them used on M42/M43 engines in BMW 3 Series (E36) up to 1998 and BMW 5 Series (E34) up to 1995. The BMW M70 12 cylinder had

2988-483: The Rover V8 was used in two models by British sportscar manufacturer TVR . The bore and the stroke was 94 mm × 90 mm (3.70 in × 3.54 in). These models, the Griffith and Chimaera used the 5.0 L (4,997 cc) unit in their top-end specifications. The factory quotes up to 340 bhp (254 kW; 345 PS) and 350 lb⋅ft (475 N⋅m) of torque. Applications: Moreover, in

3071-475: The SD1 and Range Rover. Land Rover used a 3,946 cc (3.9 L; 240.8 cu in) version of the Rover V8 throughout the 1990s. Bore was increased to 94 mm (3.70 in) and stroke remained the same at 2.8 in (71.12 mm). The engine was revised in 1995 and thereafter referred to as a 4.0 to differentiate it from the earlier version, although displacement was unchanged. The revisions consisted of

3154-452: The UK) versions were planned, the closure by British Leyland of their Australian operations in 1975 precluded the widespread application of this engine. British Leyland did import one complete P76 engine for assessment but it was never fitted to a vehicle and was sold off on the demise of the company. Applications: Not to be confused with the later 4.6-litre engine which TVR badged as a '4.5' for

3237-607: The US there is a strong contingent of builders who select the Buick or Rover aluminium V8 engine for use in small sporty cars like the MGB . The 1964 Buick iron-block 4.9 L (300 cu in) engine had aluminium cylinder heads, 3.75 bore and a longer 3.4" stroke crankshaft , which with modification can be used with the Buick 215 or Rover engine blocks to produce a high-output, very light weight V8 with displacement of up to about 4.9 L (300 cu in). The 300 crank, after machining

3320-583: The V12 Meteor engine production used in a range of world war two tanks and the post war Centurion Tank - (the Meteor V12 was a 'detuned' version of the Merlin aero engine). From this a V8 variant was developed. The Rover Meteorite , also known as Rolls-Royce Meteorite , was a V8 petrol engine of 18.01 L (1,099 cu in) capacity. In essence it was two-thirds of a V12 Meteor, and it shared

3403-662: The V8 engine in 1982, moving it from the main BL engine plant at Acock's Green into a new, much lower-capacity production line in the Solihull works, where it was built alongside the other Land Rover engines . This meant that there was no spare capacity to build diesel versions of the engine. Coupled to this, it was clear that the market for large diesel engined cars in North America had not developed as expected. BL finally pulled out of

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3486-537: The alloy cylinder heads and internal cooling. They were limited by the need to use the same basic block casting as the petrol engine to allow the Iceberg engine to be produced on the same production line to reduce costs. Whilst these problems could have been overcome, the project ran into financial and logistical problems caused by the reorganisation of BL and specifically the splitting of Land Rover and Rover into separate divisions. Land Rover took over production of

3569-506: The aluminium V8 for their Australia-only 1973 Leyland P76 . The bore and the stroke was 88.9 mm × 88.9 mm (3.50 in × 3.50 in), making it a square engine. The block deck height was extended and longer conrods were fitted 158.75 mm (6.250 in) between centres. A Bendix Stromberg two-barrel carburettor was used in place of SU carburettors. This rare engine produced 200 hp (149 kW; 203 PS) and 280 lb⋅ft (380 N⋅m) and, although export (to

3652-518: The boost control. The 3.6 V8 version had a distributor-based ignition system and was upgraded around the same time to coil on plug as its 20V turbo counterpart in 1992–1993. Was introduced in 1988 in the Opel Kadett E GSi 16V C20XE engine. Sequential fuel injection and knock control. Late '80s and early '90s, various Ferrari. Some Opel / Vauxhall (C20LET engine). Successor of the Motronic 2.5. Was used from 1992 at Opel C20XE engine. Major change

3735-558: The camshaft is located in the engine block. In these traditional OHV engines, the motion of the camshaft is transferred using pushrods (hence the term "pushrod engine") and rocker arms to operate the valves at the top of the engine. However, some designs have the camshaft in the cylinder head but still sit below or alongside the valves (the Ford CVH and Opel CIH are good examples), so they can essentially be considered overhead valve designs. Some early intake-over-exhaust engines used

3818-418: The camshaft to detect which cylinders are approaching the top of their stroke, therefore which injector bank should be fired. During start-up (below 600 rpm), or if there is no signal from the cylinder ID sensor, all injectors are fired simultaneously once per engine revolution. In BMW vehicles, this Motronic version did not have a cylinder ID and as a result, both banks of injectors fired at once. Motronic 1.2

3901-423: The design to its limits it is possible to achieve displacements of over 5.6 L (339.2 cu in) and possibly even displacements near of 6.3 L (383.4 cu in), though the latter has not been tested in practice as of yet. Overhead valve Although an overhead camshaft (OHC) engine also has overhead valves, the common usage of the term "overhead valve engine" is limited to engines where

3984-403: The early 1980s TVR approached Andy Rouse with a view to using his race-developed 3.9 L (3,946 cc) variant of the V8 in their Rover-powered TVR 350i 'wedge'; Rouse had successfully campaigned a Rover SD1 with a modified V8 on the track. For a number of reasons (primarily cost) Rouse's version was not used, but the concept was passed to alternative engineering firms which resulted in

4067-637: The engine for the foreseeable future, supplying engines for aftermarket and replacement use. The Rover V8 based on the Buick design was not the first V8 engine produced by Rover. When the Rover Company was having engineering differences of opinion regarding the development of the Whittle turbine engine, the Wilks brothers did a deal with Rolls-Royce to swap technologies. The turbine engine project at Barnoldswick went to Rolls-Royce and Rover Co took over

4150-400: The engine had a displacement of 3.5 L; 215.3 cu in (3,528 cc). The bore and the stroke was 88.9 mm × 71.12 mm (3.50 in × 2.80 in). All Rover V8s were OHV pushrod engines with two valves per cylinder. It used a sand-cast block with pressed-in iron cylinder liners , and a new intake manifold with two HS6 type SU Carburettors . The Rover engine

4233-528: The engine was a success. Buick produced 376,799 cars with this engine in just three years. A comparable number of Oldsmobile 215 engines were produced. In addition, some Pontiac models were fitted with the Buick 215, leading to the nickname "BOP 215" for the engine (BOP standing for Buick/Oldsmobile/Pontiac). The aluminium engine was relatively expensive to produce, however, and it suffered problems with oil and coolant sealing, as well as with radiator clogging from use of antifreeze incompatible with aluminium. As

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4316-514: The engine. Both naturally aspirated and turbocharged versions were produced, both using a Stanadyne rotary mechanical fuel injection system. Power outputs of around 100 (naturally aspirated) and 150 (turbocharged) horsepower were achieved. The Iceberg engine was slated for fitment in the Range Rover , Rover SD1 and the Jaguar XJ but the project encountered problems with failure of

4399-542: The first production pushrod engine to use variable valve timing was introduced in the Dodge Viper (fourth generation) . OHV engines have several advantages compared with OHC engines: Compared with OHC engines, OHV engines have the following disadvantages: Motronic Motronic is the trade name given to a range of digital engine control units developed by Robert Bosch GmbH (commonly known as Bosch) which combined control of fuel injection and ignition in

4482-478: The late 1990s, the Rover V8 had become uncompetitive with other V8 engines in its class. Compared to modern V8 engines, It produced less horsepower, it used much more fuel, and used an aged pushrod architecture, whereas V8 engines made by other automakers often used overhead-cam designs. After Land Rover switched to the BMW M62 V8 in the 2003 Range Rover , and the petrol-powered Land Rover Discovery 3 switched to

4565-526: The main improvement being the increased diagnostic capabilities of Motronic 1.3. The 1.3 ECM can store many more detailed fault codes than 1.1, and has a permanent 12-volt feed from the vehicle's battery which allows it to log intermittent faults in memory across several trips. Motronic 1.1 can only advise of a few currently-occurring faults. This system was used on some of General Motors engines (C20NE, 20NE, C20SE, 20SE, 20SEH, 20SER, C20NEF, C20NEJ, C24NE, C26NE, C30LE, C30NE, C30SE, C30SEJ, C30XEI...). The system

4648-475: The mains to the 215 size in the 215 block yields 4.3 L (260 cu in). Traco in the USA were prominent builders of such engines. The British made engines were run on two SU carburettors, initially HS6 then HIF6 and HIF44 variants (14 years), then two CD175 Stromberg carburettors (2–3 years), Bosch L-Jetronic (7–8 years, aka Lucas 4CU Flapper), then Hitachi Hotwire (5 years, aka Lucas 14CUX ), then

4731-512: The mid-1980s, hot rodders discovered the 215 could be stretched to as much as 5.0 L (305 cu in), using the Buick 300 crankshaft, new cylinder sleeves , and an assortment of non-Buick parts. It could also be fitted with high-compression cylinder heads from the Morgan +8 . Using the 5-litre Rover block and crankshaft, a displacement of 5.2 L (317.8 cu in) is possible and used primarily in racing applications, stretching

4814-399: The most part remained unchanged during production, although there are some differences in certain situations. The engine control module (ECM) receives information regarding engine speed, crankshaft angle, coolant temperature and throttle position. An air flow meter also measures the volume of air entering the induction system. If the engine is naturally aspirated , an air temperature sensor

4897-410: The ports, and Duplex timing chain with timing adjustment by vernier gear were specified although in practice, not all engines received it. Camshafts were usually Kent Cams 214 spec, although 'big valve' versions could have a 224 or even a 234 (race) cam installed. The so-called 'pre-cat' versions of the Griffith predominantly used this engine, although a 4.0-litre version was also available. The Chimaera

4980-553: The project in 1983. Perkins initially decided to pursue the project alone, and even produced advertising brochures for the engine as an industrial power unit, but BL withdrew all technical support and Project Iceberg was wrapped up in late 1983. BL's other collaboration with Perkins (producing a diesel version of the O-Series engine ) produced the highly successful 'Prima' unit. BL (and its Rover Group successor) bought in 2.5-litre 4-cylinder turbodiesel units from VM Motori to use in

5063-569: The same year that Buick received a patent for an overhead valve engine design. In 1904, the world's first production OHV engine was released in the Buick Model B . The engine was a flat-twin design with two valves per cylinder. The engine was very successful for Buick, with the company selling 750 such cars in 1905, and the OHV engine has powered almost all Buick automobiles since then. Several other manufacturers began to produce OHV engines, such as

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5146-609: The six cylinder Volvo 960 /S90/V90. After the 850 was replaced by the Volvo V70 , Volvo S70 and Volvo C70 the system was used until the end of model year 1998. The Motronic 4.6 was used in Nissan Micra K11 from 2000 until 2003. Motronic 5.2 was used in the BMW M44B19 engine. Compared to 1.7, Motronic 5.2 has OBD-II capability and uses a hot-wire MAF sensor in place of the flapper-door AFM. Motronic 5.2.1

5229-641: The system was integrated with body control module and anti-theft system. ML-Motronic appears in 1979. BMW equipped the E32 732i with the Bosch ML-Motronic. This was a L-Jetronic (now in digital technology) with digital ignition control in the same housing. Data was stored in EPROM. ML-Motronic and M-Motronic must be keep apart. There is ML3.2 and M3.2, these a two different things. While the ML-Motronic

5312-586: The then-current Range Rover 4L of 3,946 cc (3.9 L). Applications: Land Rover extended the 3,946 cc (3.9 L) engine for the top LSE specification of the Classic Range Rover . The "4.2"-litre engine had an actual displacement of 4,275 cc (4.3 L; 260.9 cu in), and used the crankshaft castings from the failed "Iceberg" diesel engine project. Bore remained the same at 94.0 mm (3.70 in), while stroke increased to 77.0 mm (3.03 in). Applications: For

5395-697: The tooling, which they finally agreed to do in January 1965. Retiring Buick engineer Joe Turlay moved to the UK to act as a consultant. The Rover V8 has long been a relatively common engine for kit car use in Britain, much as the Chevrolet small-block V8 is for American hot rod builders (though many British hot rods have traditionally used four cylinder engines, like the Ford Pinto and Crossflow units). Even in

5478-400: The vehicle's wiring loom) to one of the ECU pins, the resistance depending on the octane adjustment required. With no resistor attached the system would default to 98 octane. There is a single output for the injectors, resulting in all injectors firing simultaneously. The injectors are opened once for every revolution of the engine, injecting half the required fuel each time. Motronic ML4.1

5561-461: The wake of the 1979 energy crisis . It was decided that a new series of diesel engines powerful, refined and economical enough for use in BL cars was needed. However, with development funding tight, it was necessary to use existing BL petrol engines as a base. This included a diesel version of the 3.5 litres (3,528 cc) V8, the development project for which was code-named 'Iceberg'. BL collaborated with Perkins Engines of Peterborough to develop

5644-482: Was also used by Volvo from 1982-1989 on the turbocharged B23ET, B230ET and B200ET engines. The systems have the option for a lambda sensor, enabling their use with catalytic converter-equipped vehicles. This feedback system allows the system to analyse exhaust emissions so that fuel and spark can be continually optimised to minimise emissions. Also present is adaptive circuitry, which adjusts for changes in an engine's characteristics over time. Some PSA engines also include

5727-463: Was an obvious choice for use in racing. Mickey Thompson entered a car powered by this engine in the 1962 Indianapolis 500 . From 1946 to 1962 there had not been a single stock-block car entered in this famous race. In 1962 the Buick 215 was the only non- Offenhauser powered entry in the field of 33 cars. Rookie driver Dan Gurney qualified eighth and raced well for 92 laps before retiring with transmission problems. The Rover version of this engine

5810-592: Was extensively developed and used for rallying, especially in Triumph TR8 sports cars. The Australian Repco V8 F1 engine being based on Buick 215 block is technically a common misconception, as the Rover/Buick V8 had only 5 cylinder head studs around each cylinder unit and that cannot accommodate the 6 stud Repco RB620 heads. The Repco V8 was based on the Oldsmobile 215 block of the same era, which

5893-428: Was heavier but stronger than the Buick engine, with a dry weight of about 170 kg (370 lb). It was first offered in the 1967 Rover P5B saloon, initially making 184 PS (135 kW; 181 hp) (gross) / 160 PS (118 kW; 158 hp) (net) at 5,200 rpm and 226 lb⋅ft (306 N⋅m) (gross) / 210 lb⋅ft (285 N⋅m) (net) of torque at 2,600 rpm on 10.5:1 compression (5-star petrol

5976-477: Was hired by Buick (then named Buick Auto-Vim and Power Company ) from 1899–1902, where the overhead valve engine design was further refined. This engine employed pushrod-actuated rocker arms, which in turn opened poppet valves parallel to the pistons. Marr returned to Buick in 1904 (having built a small quantity of the Marr Auto-Car , with one of the first known engines to use an overhead camshaft design),

6059-411: Was introduced with choice of 4.0- and 4.3-litre engines. A small number of 'Big Valve' versions, sporting modified cylinder heads with 43 mm (1.7 in) intake and 37 mm (1.5 in) exhaust valves and a more radical camshaft profile, found their way to early Griffiths and Chimaeras. Applications: Leyland of Australia produced a 4,414 cc (4.4 L; 269.4 cu in) version of

6142-592: Was made for Audi's turbo 20V 5-cylinder engines mainly, but a variant was also used on the Audi 32V 3.6L V8 and a few Audi 32V 4.2 V8 engines. The turbo 5 cylinder version was the first time knock and boost control had been introduced in one ECU, though the ECU was really two computers in one package. One side of the ECU controlled the timing and fueling while the other side controlled the boost and knock control. Each side has its own Siemens SAB80C535 processor and its own EPROM for storing operating data. What made this ECU special

6225-409: Was mostly limited to high-performance cars for many decades. OHC engines slowly became more common from the 1950s to the 1990s, and by the start of the 21st century, the majority of automotive engines (except for some North American V8 engines) used an OHC design. At the 1994 Indianapolis 500 motor race, Team Penske entered a car powered by the custom-built Mercedes-Benz 500I pushrod engine. Due to

6308-467: Was one of the first digital engine-management systems developed by Bosch . These early Motronic systems integrated the spark timing element with then-existing Jetronic fuel injection technology. It was originally developed and first used in the BMW 7 Series , before being implemented on several Volvo and Porsche engines throughout the 1980s. The components of the Motronic ML1.x systems for

6391-407: Was standard on all cars fitted with this system albeit the necessary protocols were not integrated for all markets. The system was used for the five- and six-cylinder modular engined cars and was used on turbocharged and naturally aspirated models. Introduced in 1996 for 1997 model year it was first installed on some of the last 850 models like the 2.5 20V and AWD. A coil on plug variant existed for

6474-481: Was the introduction of DIS ignition. Was also at Opel V6 engine C25XE (1993, Opel Calibra (also X25XE), Opel Vectra A) used. Modified as M2.8.1 (1994) for X30XE and X25XE (Opel Omega B). M2.8.3 engine X25XE (Opel Vectra B) and X30XE (Opel Sintra). Motronic M3.x is powered by i196 microcontroller with code in flash memory ranging from 128kB to 256kB. Compared with ML1.3, this system adds knock sensor control, purge canister control and start-up diagnostics. Motronic 3.1

6557-528: Was the use of two crank sensors and one cam sensor. The ECU used one crank sensor to count the teeth on the starter ring for its RPM signal, and the other read a pin on the back of the flywheel for TDC reference. This ECU was first seen when the 20V turbo 5-cylinder engine (RR Code) was installed into the Audi Quattro. It was then used in the Audi 200 20V turbo until 1991 when the Audi S4 was introduced and

6640-558: Was then still available in the UK). With the introduction of the Rover SD1 in 1976, the engine was improved with the 'rope' oil seals for the crankshaft ends replaced with lip seals, spark plug dimensions changed and the compression ratio lowered to 9.35:1. Applications: In the late 1970s, British Leyland became aware of the increasing importance of diesel engined cars to the British, European and (especially) North American markets in

6723-605: Was used in Land Rover Discovery Series II and P38 Range Rovers that were built starting with late 1999. It was only used in cars equipped with V8 gasoline engines. This variant of the engine management system was adapted for off-road use. Unlike the Motronic system in BMW sedans, that uses a chassis accelerometer to differentiate between misfires and rough road, the Land Rover version used signal from ABS control unit to detect rough road conditions. This version of

6806-460: Was used in the Opel engines: 20NE, 20SE, 20SEH, 20SER, C20NE, C30LE, C30NE. The Motronic 4.3 was used by Volvo for their five-cylinder turbocharged 850 models from 1993 until 1996. It was introduced with the launch of the 850 Turbo (also called the 850 T-5 and 850 T-5 Turbo ) in October 1993 for model year 1994. Features included OBD I diagnostics, dual knock sensors and a lot more. For

6889-423: Was very similar in appearance, size and material, but used 6 cylinderhead studs per cylinder. The subtle difference in block design/head clamping originated in Oldsmobile 's intention to produce the higher power, turbo-charged Jetfire version of the small/light V8, however, the public/press tended not to be aware of the internal difference. Hotstox use Rover V8 in their stock cars. The initial Rover version of

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