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Longitudinal engine

A longitudinal engine, in automotive engineering, is an internal combustion engine mounted such that its crankshaft is oriented parallel to the vehicle's long axis, aligning with the direction of travel, often described as a "north-south" layout.^[1]^[2] This configuration contrasts with the transverse ("east-west") orientation, where the crankshaft runs perpendicular to the vehicle's forward motion.^[1] Commonly employed in front-engine, rear-wheel-drive (RWD) vehicles, it allows for a direct inline connection from the engine to the transmission and driveshaft.^[2] Historically, the longitudinal layout dominated early automobile design, particularly in RWD configurations, as it facilitated straightforward power delivery to the rear wheels without complex gearing changes.^[1] Its prevalence began to shift in the mid-20th century with the rise of front-wheel-drive (FWD) systems, which favored transverse mounting for better packaging in compact cars, though longitudinal engines persisted in performance and luxury segments for their balanced weight distribution.^[2] Notable early adopters included luxury sedans and sports cars, evolving to include all-wheel-drive (AWD) applications by the late 20th century.^[1] Key advantages of longitudinal engines include superior front-to-rear weight balance—often approaching the ideal 50:50 ratio—which enhances handling and stability, especially in sports cars.^[1]^[2] They also accommodate larger-displacement engines more readily, supporting higher power outputs in premium vehicles.^[2] However, drawbacks encompass reduced space efficiency in the engine bay, potentially complicating interior packaging due to the inline transmission and driveshaft, and less suitability for compact FWD designs where weight biases forward.^[1]^[2] In contemporary vehicles, longitudinal engines remain prominent in RWD and AWD platforms from manufacturers like BMW, Audi, and Mazda, exemplified by models such as the BMW 3 Series, Audi A4/A6, and Mazda MX-5, where they contribute to dynamic driving characteristics.^[1]^[2] While the shift toward electrification may diminish traditional engine orientations, the layout's principles continue to influence hybrid and performance powertrains.^[1]

Fundamentals

Definition

A longitudinal engine is an internal combustion engine mounted in a vehicle such that its crankshaft is oriented parallel to the vehicle's longitudinal axis, which runs from front to rear along the direction of travel.^[2]^[1] The crankshaft serves as the primary rotating shaft within the engine, connecting the reciprocating pistons to the drivetrain and converting the linear motion generated by the pistons during the combustion cycle into rotational motion to propel the vehicle.^[2] This alignment ensures that the engine block's cylinders are arranged in a front-to-rear configuration, optimizing the direct transfer of power along the vehicle's length.^[2]^[1] In engine design, this longitudinal orientation contrasts with transverse mounting, where the crankshaft runs perpendicular to the vehicle's forward direction.^[1]

Orientation and Layout

In the typical front-engine, rear-wheel-drive (FR) layout, a longitudinal engine is positioned at the front of the vehicle, with its crankshaft aligned parallel to the direction of travel, often straddling or positioned ahead of the front axle. The transmission is mounted directly behind the engine along the vehicle's centerline, forming a compact power unit that extends longitudinally. A driveshaft then connects this assembly to the rear differential via a tunnel beneath the cabin floor, delivering torque to the rear wheels. This arrangement is visually represented in side-view diagrams as a linear sequence: the engine block at the foremost point, followed by the bellhousing and gearbox, a propeller shaft running the length of the chassis, and the rear axle assembly at the opposite end.^[2] The longitudinal orientation of the engine significantly influences vehicle packaging due to its extended length, typically requiring a longer engine bay and hood to house the components without compromising accessibility for maintenance. This placement shifts the firewall—the barrier separating the engine compartment from the passenger cabin—rearward, which can constrain front-seat legroom or necessitate adjustments in dashboard design to maintain ergonomic space. Additionally, the inline driveshaft tunnel occupies underfloor space, affecting the positioning of fuel tanks, exhaust systems, and suspension elements, often resulting in a more elongated overall vehicle profile compared to transverse setups.^[2] Variants of longitudinal engine placement include mid-engine configurations, prevalent in sports cars, where the engine is mounted behind the passenger compartment but ahead of the rear axle, maintaining the crankshaft's fore-aft alignment. In this setup, the transmission is typically integrated close to the engine, with drive shafts routing power directly to the rear wheels, eliminating the need for a long central propshaft. This central positioning facilitates a balanced weight distribution, such as the near 50/50 front-to-rear split targeted in vehicles like the Ferrari 488, where the engine's mass is centered between the axles to optimize packaging around the cockpit and rear cargo area.^[3]

History

Early Development

The longitudinal engine configuration emerged in the late 19th century as a foundational element of early automotive design, with its first practical implementation in Karl Benz's 1886 Patent-Motorwagen. This three-wheeled vehicle featured a horizontal single-cylinder four-stroke engine mounted longitudinally at the rear, producing 0.75 horsepower and oriented lengthwise along the frame to drive the rear wheels directly.^[4] Benz's innovation, patented on January 29, 1886 (DRP No. 37435), marked the debut of an internal combustion engine aligned parallel to the vehicle's direction of travel, enabling basic propulsion in what is widely recognized as the world's first automobile.^[5] The design's orientation was necessitated by the technological constraints of the era, particularly the reliance on chain drives for power transmission to the rear wheels, which required a straight-line crankshaft alignment to minimize complexity and mechanical losses.^[6] This longitudinal setup provided efficient torque delivery without the need for complex gearing, suiting the rudimentary rear-wheel-drive architecture of early horseless carriages. As automobiles transitioned from experimental prototypes to more reliable machines, the layout persisted due to its compatibility with evolving shaft-drive systems, which similarly benefited from inline power flow.^[6] By the early 20th century, longitudinal engines evolved to incorporate multi-cylinder arrangements, enhancing power and smoothness while retaining the core orientation for drivetrain simplicity. Pioneering firms like Panhard et Levassor advanced this in the 1890s with front-mounted inline multi-cylinder engines, standardizing the layout in four-wheeled vehicles through their "sysème Panhard." A landmark in mass adoption came with Henry Ford's 1908 Model T, which employed a longitudinally oriented inline four-cylinder engine at the front, generating 20 horsepower and powering over 15 million units via rear-wheel-drive shaft transmission.^[7] This configuration's straightforward integration with chain or shaft drives made it ideal for affordable, high-volume production, solidifying the longitudinal engine's role in early automotive standardization.^[6]

Adoption in Modern Vehicles

Following World War II, longitudinal engines became a hallmark of American automotive design, particularly in the muscle car era of the 1950s through 1970s, where rear-wheel-drive layouts paired with powerful V8 configurations dominated the market. The Chevrolet small-block V8, introduced in 1955, exemplified this trend, powering a wide array of vehicles from Corvettes to trucks and becoming a cornerstone of performance-oriented American engineering due to its compact size, versatility, and high output potential.^[8]^[9] In luxury and performance segments, longitudinal engines have persisted into the 2020s, notably in brands like BMW and Mercedes-Benz, which favor rear- or all-wheel-drive platforms for superior handling and weight distribution. BMW's rear-wheel-drive sedans and coupes, such as the 3 Series and 5 Series, continue to employ longitudinal inline-six and V8 engines for their balanced dynamics, a tradition maintained across model generations.^[10]^[11] Similarly, Mercedes-Benz integrates longitudinal V6 and V8 powertrains in models like the E-Class and S-Class, emphasizing refinement and longitudinal placement to optimize crash safety and drivetrain efficiency. The 1970s Clean Air Act and subsequent emission regulations, coupled with the 1973 oil crisis, prompted a shift toward more fuel-efficient front-wheel-drive architectures with transverse engines, contributing to a decline in longitudinal adoption for mainstream vehicles as manufacturers prioritized packaging and economy.^[12]^[13] However, longitudinal layouts experienced a revival in high-performance hybrids during the 2010s, as seen in the Porsche 918 Spyder, which combined a longitudinally mounted 4.6-liter V8 with electric motors for enhanced power delivery and all-wheel-drive capability.^[14] Globally, longitudinal engines remain prevalent in Europe and Japan for rear- and mid-engine vehicles, supporting sports cars and premium models where rear-wheel drive enhances traction and balance, while their use has declined in compact cars worldwide in favor of transverse setups for better space utilization and cost efficiency.^[15]

Applications

Passenger Cars

In passenger cars, longitudinal engine configurations are commonly employed in front-engine layouts for sedans and coupes, where the engine's orientation aligns with the vehicle's length to facilitate efficient power delivery to the drivetrain. This setup is particularly prevalent in models equipped with all-wheel-drive (AWD) systems, such as the Audi A4 quattro, which utilizes a longitudinal engine mounting to integrate the quattro permanent AWD technology, enabling balanced torque distribution to all wheels for enhanced traction and stability.^[16]^[17] Longitudinal engines find strong application in luxury and sports sedans, where the layout allows for optimal weight distribution closer to the vehicle's center of gravity, improving handling and ride quality in spacious chassis designs. For instance, the Jaguar XJ series, spanning variants from 1968 to its discontinuation in 2019, consistently featured front-longitudinal engine placement, supporting rear-wheel-drive dynamics that emphasize refinement and performance in executive transport.^[18]^[19] A notable trend in passenger car applications is the increasing integration of longitudinal engines with AWD systems to meet demands for all-season versatility without compromising interior space or comfort. Subaru's Legacy models exemplify this evolution, employing longitudinally mounted boxer engines paired with Symmetrical All-Wheel Drive, which positions the powertrain symmetrically for superior roadholding and safety in family-oriented sedans.^[20] This approach traces back to early adoption in premium European sedans during the late 20th century, evolving to suit modern consumer preferences for capable daily drivers.

Commercial and Performance Vehicles

In commercial vehicles such as trucks and SUVs, longitudinal engines are favored for their ability to deliver high torque and durability under heavy loads, particularly in rear-wheel-drive configurations that support substantial towing capacities. The Ford F-150, a staple in the pickup truck segment since its introduction in 1975 as part of the F-Series lineage that traces back to the 1948 F-1, has long utilized longitudinal V8 engines, with options like the 5.0L Coyote V8 providing up to 13,500 pounds of towing capacity in recent models, a capability rooted in designs from the 1950s that emphasized robust power delivery for work duties.^[21] Similarly, the Mercedes-Benz Sprinter van employs longitudinal diesel engines in its rear-wheel-drive variants, such as the 2.0L four-cylinder turbo diesel offering 208 horsepower and 332 lb-ft of torque, enabling payloads up to 5,267 pounds while maintaining efficiency in commercial fleet operations. In performance vehicles, the longitudinal mid-engine layout excels by optimizing weight distribution for superior handling and traction, placing the engine's mass behind the driver to bias weight toward the rear wheels. Formula 1 cars prior to the hybrid era (2006–2013) featured naturally aspirated 2.4L V8 engines mounted longitudinally in a mid-engine position, producing around 750–800 horsepower and contributing to lap times under 1:30 at circuits like Monza through enhanced rearward balance and direct power routing. Supercars like the Ferrari 488 GTB (2015–2019) adopted a similar approach with its 3.9L twin-turbo V8 longitudinally positioned mid-ship, delivering 661 horsepower and a 41.5/58.5 front/rear weight distribution that improved cornering grip and acceleration to 60 mph in 3.0 seconds.^[22] For specialized off-road applications, longitudinal engines in vehicles like the Land Rover Defender facilitate efficient power transmission via a straight-line driveshaft in its four-wheel-drive system, reducing energy loss and enhancing low-speed control on uneven terrain. The Defender's Ingenium 3.0L inline-six diesel, mounted longitudinally, supports a wading depth of 35.4 inches and approach angle of 38 degrees, attributes that underscore the layout's advantages in maintaining driveline integrity during extreme articulation. This contrasts with transverse setups in some passenger cars, where packaging constraints limit similar torque-heavy, rugged performance.

Design Considerations

Mounting and Integration

Longitudinal engines are typically secured to the vehicle chassis using specialized mounting hardware designed to isolate vibrations and ensure structural integrity. Engine mounts, often constructed with rubber elements, provide flexibility in the horizontal longitudinal, lateral, and vertical axes to absorb torque reactions and reduce noise, vibration, and harshness (NVH) transmitted to the passenger compartment.^[23] These rubber-isolated mounts limit vibration transmissibility at frequencies above the engine's natural frequency.^[24] Subframes, commonly employed in longitudinal configurations, form a rigid cradle that supports the engine and transmission assembly, enhancing chassis stiffness and facilitating easier installation in modern unibody designs.^[25] The bellhousing, a bell-shaped adapter at the rear of the engine block, ensures precise alignment and bolting to the transmission, minimizing lateral vibrations by aligning with the crankshaft plane and often incorporating flywheel housing plates for secure torque transfer. Integrating a longitudinal engine into the vehicle chassis presents specific challenges, particularly in all-wheel-drive (AWD) systems where alignment with the front axles is critical. In longitudinal AWD layouts, such as those in Audi's quattro system, the engine's north-south orientation necessitates a propshaft or transfer case to distribute power symmetrically to both axles, requiring precise positioning to avoid driveline binding and ensure balanced weight distribution.^[26] Space constraints in compact chassis further complicate fitment, as the extended length of the engine-transmission unit often demands a longer wheelbase to accommodate the assembly without encroaching on cabin space or increasing front overhang excessively.^[27] For instance, vehicles with longitudinal engines in smaller platforms may require inclined engine mounting or relocated radiators to mitigate packaging issues.^[27] Safety considerations in longitudinal engine mounting emphasize crash energy absorption, aligned with post-2000 Euro NCAP standards that mandate effective deformation zones in frontal impacts. The subframe and longitudinal chassis members (longerons) play a key role by deforming progressively to absorb kinetic energy, with finite element analyses showing longerons contributing the majority of absorption in offset frontal crashes.^[28] In Euro NCAP full-width and offset deformable barrier tests, designs must limit occupant compartment intrusion, where the engine's forward position requires robust mounts to prevent rearward displacement into the firewall.^[29] Subframe configurations, such as those with energy-absorbing beams, have been shown to enhance overall crashworthiness by distributing loads and reducing peak accelerations in 5-star rated vehicles.^[25]

Balance and Drive Systems

In rear-wheel-drive (RWD) vehicles with longitudinal engines, power is delivered from the transmission output shaft through a propeller shaft to the rear differential, enabling efficient torque transmission along the vehicle's longitudinal axis. This configuration positions the engine ahead of the front axle, with the propeller shaft spanning the distance to the rear axle, which can influence vehicle dynamics due to the shaft's length affecting torque reaction forces on the chassis during acceleration and deceleration.^[30] Longer propeller shafts may amplify driveline oscillations if not tuned properly, as the shaft's torsional stiffness interacts with the engine's output torque. Balance mechanisms in longitudinal engines primarily address inertial forces from reciprocating and rotating components. For inline engines, counterweights integrated into the crankshaft offset the rotating masses of connecting rods and big-end bearings, achieving dynamic balance by counteracting centrifugal forces during operation. These counterweights are precisely machined to minimize vibrations, with designs often evaluated for mass reduction while maintaining a target balance factor, such as 50-60% for primary forces. In contrast, V8 configurations with a 90-degree V-angle and crossplane crankshaft exhibit inherent primary balance, where the symmetric firing order—typically 1-8-4-3-6-5-7-2—cancels out first-order inertial forces without additional counterweights for those components. Vibration control in longitudinal setups focuses on mitigating torsional disturbances propagated through the extended torque path. Dual-mass flywheels, consisting of primary and secondary masses connected by springs and dampers, decouple engine torque fluctuations from the propeller shaft, effectively reducing second-order vibrations that arise from reciprocating masses and are exacerbated by the drivetrain's length in RWD applications. Harmonic balancers, rubber-damped pulleys attached to the crankshaft nose, absorb torsional resonances at the engine's natural frequencies, preventing amplification of second-order harmonics along the longitudinal shaft to the differential. These devices are essential for smooth power delivery, as the inline or V-configuration's torque pulses can induce driveline shudder if unmitigated.

Configurations

Inline Engines

Inline engines, characterized by their cylinders arranged in a single straight row parallel to the crankshaft, represent the most traditional configuration for longitudinal engine placements in automotive applications. This straight-line alignment simplifies manufacturing and maintenance, with the cylinder head positioned directly above the block along the engine's length, facilitating efficient cooling and valvetrain operation. Common variants include inline-four (I4), inline-five (I5), and inline-six (I6) setups, which have been widely adopted for their inherent balance properties in rear-wheel-drive vehicles where the engine's orientation aligns with the vehicle's longitudinal axis.^[31] A notable example of an inline-four in this context is the BMW M10 engine, a 2.0-liter overhead-valve unit produced from 1962 to 1988 and used in 1980s models like the E30 3 Series, where it was mounted longitudinally to power the rear wheels with outputs around 120 horsepower.^[32] For larger displacements, the Toyota 2JZ-GE inline-six, a 3.0-liter dual-overhead-cam engine introduced in 1991, exemplifies scalability; it delivered 220 horsepower in the longitudinal setup of the Toyota Supra MK4, leveraging its cast-iron block and aluminum head for durability in high-performance scenarios.^[33] These designs highlight how inline configurations align cylinders sequentially along the crankshaft, optimizing piston travel and combustion sequencing in extended engine bays. In longitudinal installations, the narrow width of inline engines—stemming from their single-bank cylinder arrangement—enables efficient integration with vehicle chassis, particularly by allowing a central floor tunnel for the driveshaft in rear-wheel-drive systems without compromising cabin space or structural integrity.^[34] This compactness in the transverse direction supports better weight distribution and packaging flexibility compared to wider multi-bank alternatives. However, the primary limitation arises from the engine's increased length, especially in I5 and I6 variants, which extends the required hood dimensions to house the full crankshaft span and ancillary components, potentially affecting aerodynamic profiles and overall vehicle proportions.^[35] Smoothness in inline-four engines is notably influenced by the standard firing order of 1-3-4-2, which alternates power impulses between the two ends of the crankshaft to minimize torsional vibrations and promote even exhaust gas flow, resulting in relatively refined operation despite secondary balance imbalances that may require counterweights for mitigation.^[36] This sequence enhances power delivery uniformity, contributing to the configuration's enduring appeal in applications prioritizing linear torque characteristics over absolute compactness.

V and Other Multi-Cylinder Types

V-type engines represent a branched configuration for multi-cylinder longitudinal setups, where two banks of cylinders diverge from a common crankshaft at a specific angle to achieve compact dimensions while maintaining balance. The V6 configuration, commonly employing a 60-degree bank angle, allows for inherent primary balance through offset crankpins, reducing vibration without additional shafts. For instance, Nissan's VG30DE, a 3.0-liter DOHC V6 with a 60-degree V-angle, was mounted longitudinally in rear-wheel-drive vehicles like the 300ZX, delivering smooth operation and high performance.^[37]^[38] Some V6 designs adopt a 90-degree angle, such as certain historical or heavy-duty applications, to align with packaging needs in trucks, though this may require balance shafts for optimal smoothness. Bank offset in V engines, typically a few degrees between the cylinder banks and crankshaft centerline, further minimizes secondary vibrations by aligning piston forces more evenly.^[38] In V8 longitudinal engines, the crankshaft design significantly influences balance and power delivery, with cross-plane and flat-plane variants offering distinct characteristics. The cross-plane crankshaft, featuring 90-degree offsets between crank pins, provides excellent primary and secondary balance for V8s at their standard 90-degree bank angle, making it ideal for trucks and sedans requiring low-end torque. Conversely, the flat-plane crankshaft arranges pins in a single plane at 180-degree intervals, enabling higher revving and even firing intervals but introducing more vibration that demands careful tuning. This configuration suits performance applications, though cross-plane remains dominant in longitudinal setups for its smoother operation.^[39]^[40] Beyond V configurations, other multi-cylinder longitudinal engines include rare opposed-piston designs and adapted boxer layouts. The Junkers Jumo 205, a historical six-cylinder opposed-piston diesel engine, featured two pistons per cylinder in an inline arrangement, mounted longitudinally in aircraft for its compact size and efficiency, though such designs saw limited automotive adoption due to complexity. Boxer engines, with horizontally opposed cylinders, can be adapted longitudinally, as in Porsche's flat-six, where the 180-degree opposed banks lie flat and slightly offset from the crankshaft to lower the center of gravity and enhance balance in rear-engine sports cars.^[41]^[42] V8 longitudinal engines excel in power output for demanding applications, with torque curves emphasizing low-end pull for acceleration under load. General Motors' LS series, such as the 5.3-liter V8, produces strong low-rpm torque—up to 383 lb-ft at 4,100 rpm in truck variants—facilitating towing and off-road performance in rear-wheel-drive platforms like the Silverado, thanks to its cross-plane crank and efficient port design.^[43]^[44]

Comparison to Transverse Engines

Layout Differences

Longitudinal engines are oriented with their crankshaft aligned along the vehicle's primary axis, from front to rear, necessitating a longer engine bay to accommodate the engine's length and the inline transmission or driveshaft connection.^[1] In contrast, transverse engines are mounted perpendicular to the vehicle's direction of travel, allowing a more compact sideways fit within the engine compartment, particularly in front-wheel-drive configurations.^[15] This spatial arrangement in transverse setups reduces the overall length required for the powertrain, enabling greater front cabin space, such as increased legroom for passengers, compared to the extended hood profile often seen in longitudinal designs.^[45] Regarding drivetrain paths, longitudinal engines typically pair with rear-wheel-drive or all-wheel-drive systems, where the transmission connects directly behind the engine, routing power through a central propshaft tunnel to the rear axle.^[1] This layout requires a dedicated tunnel in the vehicle's floorpan to house the driveshaft, influencing the interior's central console design.^[15] Transverse engines, however, are commonly integrated with front-wheel-drive architectures using an end-loaded transaxle, where the transmission mounts to the side of the engine, delivering power directly to the front wheels via unequal-length driveshafts without needing a central tunnel.^[45] In terms of packaging, longitudinal orientations suit rear-drive platforms like the BMW 3 Series chassis, where the elongated engine bay supports larger inline or V-type engines while maintaining balanced proportions for sports sedans.^[1] Conversely, transverse layouts excel in compact front-wheel-drive vehicles such as the Honda Civic, optimizing the narrow engine bay for efficient space utilization and simpler manufacturing in urban-oriented models.^[15]

Performance and Efficiency Impacts

Longitudinal engine orientations in rear-wheel-drive (RWD) vehicles promote a rearward weight bias, placing more mass over the driven rear wheels to enhance traction during acceleration and improve overall handling stability. This configuration achieves a more balanced front-to-rear weight distribution compared to transverse setups in front-wheel-drive (FWD) vehicles, where engine mass is concentrated forward, often leading to increased understeer in corners.^[46]^[2] In all-wheel-drive (AWD) applications, the longitudinal layout supports effective torque vectoring to the rear axle, helping to mitigate understeer by optimizing power distribution for neutral handling dynamics. However, this orientation introduces higher frictional losses in the drivetrain, primarily from the longer driveshaft and its associated U-joints, resulting in less efficient power delivery than the direct front-axle routing typical of transverse engines.^[47] Despite these losses, longitudinal setups excel in high-torque scenarios, such as performance vehicles, where the inline power path minimizes torsional flex and supports greater output without compromising straight-line propulsion.^[2] Engineering trade-offs favor longitudinal engines for dynamic performance but at the expense of efficiency and cost; the extended components increase drivetrain weight and complexity, contributing to marginally higher fuel consumption and associated emissions in RWD configurations relative to compact transverse FWD designs. Manufacturing longitudinal assemblies is more expensive due to the need for additional parts like extended propshafts and reinforced differentials, raising production costs for vehicles prioritizing handling over economy.^[47]

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[PDF] CHAPTER 4 The Junkers Jumo 205 Diesel Engine
It also has two opposed pistons and two connecting rods in each cylinder so that virtually it is a twelve-cylinder engine. It has no cylinder heads and the ...Missing: longitudinal | Show results with:longitudinal
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Jul 3, 2018 · Its underlying design principle – both then and now – is that the cylinders should lie flat and slightly offset to each other, on opposite sides ...Missing: longitudinal | Show results with:longitudinal
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GM 5.3L V8 L84 Engine Info, Power, Specs, Wiki
Apr 21, 2018 · Complete information on the GM 5.3L V8 L84 engine, including detailed info, specs, vehicle applications, horsepower, torque, materials, ...
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5.3L V-8 L84 Small-Block Engine - GM Powered Solutions
Emissions Controls: Three-Way Catalytic Converter, Positive Crankcase Ventilation ; Horsepower: 355 hp (265 kW) @ 5600 RPM* ; Torque: 383 lb-ft (519 Nm) @ 4100 ...
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Transverse Mounted Engines: Advantages, Challenges and Applicatio
One such engine configuration is the transverse mounted engine, where the engine is oriented perpendicular to the vehicle's longitudinal axis. This aims to ...Missing: orientation | Show results with:orientation
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Transverse Vs Longitudinal Engines: What's The Difference, And ...
Jan 26, 2024 · Longitudinal engines make it more difficult for automakers to save money on parts simply because they require more than a transverse engine.
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Oct 22, 2008 · A RWD (or AWD) vehicle is inherently less fuel-efficient than its FWD counterpart because of the added weight of the drive shaft and rear ...Missing: emissions | Show results with:emissions
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Trends in auto emissions and gasoline composition. - EHP Publishing
The internal combustion engine and gasoline have co-evolved until motor vehicles now annually consume about 110 billion gallons of gasoline in the United States ...