On Tue, 23 Jun 2015 07:58:35 +0700, John B.
wrote:

On Mon, 22 Jun 2015 13:39:32 -0400, Ed Huntress
wrote:

On Mon, 22 Jun 2015 10:26:25 -0700 (PDT), rangerssuck
wrote:

On Sunday, June 21, 2015 at 5:40:25 PM UTC-4, Ed Huntress wrote:
For the gearheads:

If you think that engines are getting too complicated, you'll want to
take a look at Volvo's T6 engine. It has both a mechanical
supercharger and a turbocharger.

This has been in the press for around a year, but the engine is
available in two cars, is in production, and is getting some reviews.
Apparently it's very nice to drive. I wonder how nice it is to
repair...

The Eaton supercharger is there for low-end boost, to make the 2-liter
4-cyl. feel like a V8, with no turbo lag. At around 3500 rpm, a clutch
disingages the supercharger and the turbo, which is now fully spooled
up, takes over. It produces 302 hp and 295 ft.-lb of torque.

It's impressive engineering but I think they just tipped over the
edge. With direct injection, variable cam timing, and two types of
superchargers, it has to make mechanics gulp. I hope they've given as
much thought to maintenance and repair.

--
Ed Huntress

Pushrods or... oh, never mind ;-)

And the model should be that extremely advanced Bristol engine of the
1950s, used in a variety of cars, that had 6 cylinders, 12 valves, and
18 pushrods. g

I've worked on stationary diesel engines that had three cam lobes per
cylinder :-)

But we were talking about *advanced* engines. That's all about
pushrods, if you've been following the unending discussion. d8-)

So, how many pushrods did it have per valve? g

--
Ed Huntress