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Did you know what a CYLINDER HEAD GASKET is and Why it is impotant in your Vehicle?!! ....

Meat Our expert as He brakes it down foryou.

Modern vehicles are commonly manufactured with an engine block and a cylinder head bolted on top, which makes a head gasket a critical seal.

This important component is situated between the engine block and cylinder head.
It is a machined casting for an internal combustion engine, designed with cylindrical bored holes for hosting the pistons.

A head gasket performs the task of a seal between the engine block and cylinder head.
This gasket should be able to maintain that sealing need and prevent leakage between the two crucial engine parts, when being subjected to the compression process.
Simply put, the purpose of a head gasket is the sealing of the cylinders to ensure maximum compression is obtained. The head gasket of a car is exposed to several elements of a vehicle, which are Coolant,
oil,
exhaust gases,
and fuel.

In addition, the gasket performs the task of the passage of oil and water that pass through the block and cylinder head of the engine. Generally, a head gasket is caused by .
This may occur if the engine coolant reaches a temperature whereby pressure is built to the same degree as the metal of the engine expands. In the majority of cases, the water mixes with oil, causing other severe damage to the engine as the gasket perforates.

On certain occasions it may be found that the compression in the cylinder creates a perforation, or hole in the head gasket; generally known as a .

NB.The usual signs of a blown head gasket are a fast pressure rise in the cooling system, before the engine reaches a warmed temperature.

Dangers and Costs

If you don't attend to a blown gasket imidietly,
It may cause uneven compression in the chambers leading to abnormal noise, power déficience etc.

In most cases, a blown gasket gives Lee way to the mixing of the coolant and oil, this causes great internal damages that normally force the engine to give up the ghost!!!.

A gasket can even be as cheap as Ugshs100,000 including replacement costs, but négligence can subsciquently demand for entire power train replacement, costing above Shs8m.
At
Modern Auto Parts《MAp》 Corperation. WE GUARANTEE YOU QUALITY REPLACEMENT GASKETS AND TECHINICAL AID AS YOU MAY REQUIRE. Vist us today or call us for more info.

Why Many Experts Consider This the

GREATEST CAR EVER MADE

On January 29, 1886, German engineer Karl Benz
applied for a patent for his design for a horseless carriage.
With a gasoline engine powering its rear wheels, the Benz Patent-Motorwagen is significant not only because it marked the beginning of Mercedes-Benz, but because it’s widely considered to be the as we know it.

In the 130 years since , Mercedes has built some of the fastest, safest, most beautiful, and technologically innovative cars in the world. But amid all the well-known greatest hits, there’s a model that shares its birthday with the original Benz that’s only just beginning to get its due.

On January 29, 1976, Mercedes unveiled a new midsize car to replace its long-serving W115 model.

Known by its internal designation as the W123, the car’s sober good looks and size seemed like a logical evolutionary step over the outgoing model

Mercedes invited a small group of journalists to the south of France for the occasion, and while the company had high expectations for the model, what no one could’ve realized is that Mercedes was about to trap lightning in a bottle.
From parent company Daimler’s official history :
At its launch in January 1976, the Mercedes-Benz 123 model series offered a persuasive combination of elegance and multiple technical innovations.
The saloon was the first model to become available.
The range was expanded a year later by the Coupé and, for the first time, an Estate model. Over the course of the next ten years almost 2.7 MILLION vehicles were built, among them also long-wheelbase saloons and chassis for special bodies.

The era of the 123 model series marks
particularly a successful chapter in the success story of the E-Class, as the intermediate model from Mercedes-Benz was called from 1993 onwards.
The new E-Class of 2016 continues this success story.

For millions around the world, the W123 was the right car at the right time, and over the next decade, the car would introduce Mercedes to more people than ever before, and solidify its position as the the dominant luxury automaker in the world.

That isn’t to say the W123 was strictly a luxury car.
It was offered in a variety of trims, from
cloth seats,
manual windows,
and radio-delete stripper models to leather-trimmed sporty coupes,
offering something for nearly everyone. Over the last 40 years, it’s pulled duty as
a taxi,
police car,
ambulance,
limousines,
rally car,
green car,
and even post-apocalyptic movie star .
If there’s anything more astonishing than that, it’s that thousands of these cars are still being used as daily drivers today.

German cars had a small but ardent fanbase in the U.S and Africa long before the W123 cars entered the picture, but the term “ ” didn’t really come into play until the W123.

It was marketed as a luxury car in the American market, and at over $12,000 a proximately Ushs64000 of the time in base trim (around $49,000 today) or (Ushs170,850,000 if today),
it cost about as much as a Cadillac Seville.
But the American auto industry had a quality control crisis on its hands, and at the height of the Malaise Era, the Mercedes stood out.
Even low-end models had power windows and locks, incredibly durable leather-like MB-Tex vinyl upholstery, and real wood trim. And at a time when the gas crisis was still fresh on the minds of car buyers,
Mercedes’s four- and five-cylinder diesel engines introduced a generation of American buyers to oil-burning engines.

In fact, the diesel powerplants are key to the W123’s longevity. The OM615, 616 (four cylinder), and 617 (five cylinder) mills were engineered to an incredibly high standard for the era.

And while they couldn’t match the acceleration of the gas-powered cars, the diesels have been known to top 1 million miles with little more than routine maintenance. This reputation made the W123 (in far more affordable trim) incredibly popular throughout the Middle East and Africa.

Today, you’ll find a number of them still logging hard miles both on- and off-road.

By the end of the ’70s, BMW had exploded on the scene with the success of its 3 and 5 Series models, offering more modern-looking alternatives to the Mercedes, along with some genuine performance credentials. To compete, Mercedes sunk nearly $1 billion into developing a smaller model, known as the W201, or 190-Series (the predecessor to the C-Class), which debuted in 1982. A newer, more modern midsize sedan called the E-Class would arrive in 1986 to replace the W123.
With angular styling and a greater focus on technology, the E-Class seemed to make the outgoing model old news. But then a funny thing happened:

The W123 refused to disappear.

On top of the bulletproof engines, the W123 was built to the point of over-engineering. Nothing depreciates faster than a late-model luxury car, but as W123s found their way to their second or third owners, they just kept going.
In an era when safety and build quality seemed to be an afterthought, by the end of their production run, W123s came equipped with side-impact crash protection,
crumple zones,
anti-lock brakes,
and even a driver side air bag.
Despite the dated exterior, the car’s safety features and better-than-average rust resistance made it a compelling used buy in its first decade out of production.
By then, the cars were old and cheap enough to have made it into the hands of original owners’ kids, and tinkerers who began to experiment with the car’s diesel powertrain.
It was among one of the first cars largely modified to run on biodiesel, a trend that remains popular to this day.

And as it got older, its conservative styling began to be appreciated in a new light, seeming to embody the old-school traditional Mercedes-Benz charm that had since disappeared to make way for competitive luxury-focused tech-forward models. Sometime in the past decade, budget-minded vintage car fans scanning Catalogue for a cheap classic began to fall for the W123’s charm, a trend that’s still growing both in the West and Asia but a little Slumping in Africa and for some reasons

But the days of cheap running W123s may soon be coming to an end. Maybe its because there are so many of them still on the road, or maybe it’s because most of the world can’t remember a time before them anymore, but sometime in the last decade or so, the W123s have begun to get the respect they deserve.

They aren’t yuppie status symbols in the West, or taxicabs everywhere else, they’re survivors. Try to think of another common ’70s-era daily driver you see on a regular basis.
Other than the Volvo 240 And a Deffender(la, there really isn’t a car that’s held up to time better than the Mercedes. Now at 40, it’s finally recognized for what it is: a true classic.
Building a comfortable, reliable car is difficult enough.
Building one that can do what it’s built to do and hold up for 40 years is nothing short of remarkable. Karl Benz’s first car may be firmly written into the history books, but its direct descendent that came 90 years later has worked harder than virtually any other car in history, and makes a pretty convincing claim as the greatest car ever built.
From Scandinavia to the tip of Africa, and from Death Valley to New York City, the W123 was here, is here, and as long as there are people who are around to change its oil and timing belt every now and again, will always be here.

Proudly documented by Trending car Tech enthusiasts on our technical bench.

Have it in picture here.

Reach out to any if our branches across the country for spare parts and techinical inquires. Our experts are readily awaiting to assist you. Or call us on +256701744536/+256779973935.

DID YOU KNOW WHY EVEN A SMALL SubaruCAR ROARS MORE THAN A COMBAT TANK ON THE ROAD.

worry not, We are here to uncover the techinics behind that mistry.

Many people have wonderd the engneering tech behind the ultra Sound of a passing Subaru that normally conquors the territory of their own vehicles, as it Rumbles and Roars into their earholes even through a noise proof window of their S'class benz.

There are two techinical approaches that the Japanes engeneers employed to create that Rumble and Roar effect from a subaru Power Train (engine).

1. The flat horrizontally opposed inbox cylinder Engine design.

This partly contributes to the Ultral Rumble of the Subaru engine in which 4 or 6 oppossing pistons but each two suspended at 18o• from one another and with a common strock timing which is unik for every oppossing pairs. This makes the sounds from the each cylinder to travel indepently.

2. A studed Headers design as opposed to the manifold for sound and smock emittions.

In most Subarus, Emittion Headers are carefully studed to make sure that smock from the cylinders reaches out at different intervals when the exshaut valves open.
This aproach is the so called UNEQUAL HEADERS techinic.
Here, the emittion pipes =headers have varrying lengths. This gives a calculated release of smock and sound from each cylinder thus the resulting Rumble.

Key words:
Horizontaly opposed inbox4/6 cylinder engine.
This is a design in which on each side of the Crank shaft are 2/3/4 oppossing pistons. Cylinders are suspended at 180• and depending on the design, pistons may or may not share a crank pin. (See diagram below)

Headers.
These are independent steal pipes directly conneted to cylinder outlets to loadout exshaut fumes in mostly modern vehicles.
Some times they deliver the exshaut fumes to a collector that lets it out once .

Manifold:
Normally crafted out of thick cast iorn. It combines the exshaut from all the cylinders before it reaches the Collector.

We have been having a techinical problem updating our page, but it has been errectified as of now. We are once again going to bring you all the events and tech info in the Auto mobiles world usual.

Don't forget that it is We who bring the genuine, original and top quality japanese spare parts for all your Japanese 4WD vehecles and Lorries right here in the East African Region.

Our prices are the best on the market.
Yor safety on the road is bussiness that we do with passion and dedication.

Random high quality japanese replacement parts. All at all our outlets

END OF DIESEL AND PETROL CARS IN THE WORLD?

's step to ban fosil fuel cars, which follows France, amounts to a victory for electric cars that could eventually affect the wealth of major and miner oil producers inclusive, Car industry employment and one of the icons of 20th Century capitalism: the automobile itself.

The mayors of Paris, Madrid, Mexico City and Athens have said they plan to ban diesel vehicles from city centers by 2025, while the French government also aims to end the sale of new gasoline and diesel vehicles by 2040.
London mayor Khan said,

"We need a fully-funded diesel scrappage fund now to get polluting vehicles off our streets immediately, as well as new powers so that cities across the UK can take the action needed to clean up our air," Khan said in a statement.
The British government has been under pressure to take steps to reduce air pollution And in May this year ,it set out proposals for a scrappage scheme to get rid of the most polluting vehicles.

"Today we are confirming that that means there should be no new diesel or petrol vehicles by 2040," environment minister Michael Gove told BBC Radio.
Prime Minister Theresa May's Conservatives had pledged to make "almost every car and van" zero-emission by 2050. The Times newspaper said the supply of hybrid vehicles which have both an electric and petrol or diesel engine would also end then.

There is a mountain to climb, however.
Electric cars currently account for less than 5 percent of new car registrations in Britain, with drivers concerned about the cost and limited availability of charging points and manufacturers worried about making expensive investments before the demand is there.
"We could undermine the UK's successful automotive sector if we don't allow enough time for the industry to adjust," warned Mike Hawes, chief executive of the Society of Motor Manufacturers and Traders (SMMT).

THE FUTURE IS ELECTRIC?

While many automakers may find it hard to countenance the end of the combustion engine, some have embraced a future where electric vehicles, or perhaps even driverless vehicles, ultimately win the race.
Earlier this month, became the first major traditional automaker to set a date for phasing out vehicles powered solely by the internal combustion engine by saying all its car models launched after 2019 would be electric or hybrids.
- in 2009 announced plans to spend 4 billion euros on electric car development.
But until Volkswagen admitted in 2015 to cheating on U.S. diesel emissions tests, most mainstream auto manufacturers had been slow to sink serious investment into battery cars.
The backlash against diesel, without which carmakers would struggle to meet CO2 targets, has since refocused minds and produced a flurry of new commitments.
(VW) itself unveiled ambitious plans last year to roll out 30 new battery-powered models that it expects to account for 2-3 million annual sales by 2025 - or as much as 25 percent of its vehicle production.

, which pioneered gasoline-electric hybrids but had long resisted battery-only cars, changed tack last year and has since unveiled plans for a new range of pure-electric models.
In Europe, so called 'green cars' benefit from subsidies, tax breaks and other perks, while combustion engines face mounting penalties including driving and parking restrictions.

China, struggling with catastrophic pollution levels in major cities, is pushing plug-in vehicles, though in the United States there is much less appetite so far.
Germany, the home of major carmakers such as VW, Daimler and BMW, should soon start phasing out petrol and diesel too, said Oliver Wittke, a transport expert in Chancellor Angela Merkel's Christian Democrats (CDU).

But there is likely to be resistance in Europe's biggest car market. More than 600,000 jobs could be at risk in Germany from a potential ban on combustion engine cars by 2030, the Ifo economic institute said earlier this month in a study commissioned by Germany's VDA car industry lobby.
Germany's three major carmakers have also invested heavily in diesel technology, which offers more efficient fuel burn and lower carbon dioxide emissions than gasoline-powered cars.
In response to the British decision, a German government spokeswoman said on Wednesday Merkel had repeatedly warned against "demonizing" diesel vehicles.

END OF OIL?

Yet Britain's move will accelerate the decline of diesel cars, whose nitrogen oxide emissions have been blamed for causing respiratory diseases, in Europe's second biggest market.
Gove also said the government would make 200 million pounds ($260 million) available to local authorities shortly for schemes to restrict diesel vehicles' access to polluted roads.
He said he favored road-by-road restrictions for diesel vehicles rather than outright bans from town centers or costly vehicle scrappage schemes, but did not rule them out entirely if they were local authorities' preferred options.
Turning away from oil will add to discussions about whether the world is reaching peak oil demand and how additional electric power can be generated.
Data Obtained by Modern Auto Parts《MAp》 Corperation. Shows that, demand for diesel autos decliened by 10% demand for petrol autos peaked at 10%, while demand for Hybrid and Electric automobiles serged by 30% globally.

Hey members....let us go to a mechanical school....can some solve this?

Some of your world's Top crazy car designs

When the world goes Crazy about Auto Mobiles, Here we bring You want you miss to see beyond boarders.

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OF THE IN TOP AUTOS you never get a chance to see anywhere in your usual Auto .

List Of Mitsubishi Fuso Èngines

This is a list of all engines produced by Mitsubishi Fuso Truck and Bus Corporation.
Four Cylinder
Gasoline engines
The JH4 was an F-head engine based on the Willys Go-Devil sidevalve four, and was used to power early
Mitsubishi Jeeps as well as Mitsubishi Fuso trucks and buses. It was of 2.2 L (2,199 cc) and formed the basis for the KE31, a diesel engine of the same dimensions.
Diesel engines
KE series
KE31 2,199 cc, peak power is 61 PS (45 kW) at 3,600 rpm. Mainly fitted to the Mitsubishi Jeep , this (F-head) engine has its roots in the Willys Hurricane design. The six-cylinder
KE36 is based on the KE31.
4DQx
4DQ1 1,986 cc, peak power is 68 PS (50 kW). Fitted to the T720 Mitsubishi Canter from 1963 on (as the 4DQ11A), this engine was replaced by the 4DR1 in 1968. [1]
4DRx
4DR1 2,384 cc, peak power is 75 PS (55 kW) at 3,800 rpm. Introduced in June 1968 for the T90-series Canter. [1]
4DR5/6 2,659 cc, peak power is 80 PS (59 kW) at 3,700 rpm. Bore and stroke is 92 x 100 mm. [2] The 4DR6 is a direct injection version with 100 PS (74 kW).
4DR7 2,835 cc, peak power is 88 PS (65 kW) [3] - according to some, this is a 2.5 L with 70 PS (51 kW)
4D30 3,298 cc, peak power is 90–95 PS (66–70 kW)
4D31 3,298 cc, peak power is 100–130 PS (74–96 kW) [4]
4D32 3.6 L, peak power is 110 PS (81 kW)
4D33 4,214 cc, peak power is 120–135 PS (88–99 kW)
4D34 3,907 cc, peak power is 120 PS (88 kW). [3] The turbocharged T4 has 165 PS (121 kW).
4D35 4.6 L, peak power is 140 PS (103 kW)
4Mxx
4M50 - 4,899 cc, 180 PS (132 kW) (Turbo)
4M51 - 5,249 cc, 140–155 PS (103–114 kW)
4Pxx
4P10 - 2,998 cc 150 PS (110 kW), global turbodiesel engine derived from
Iveco F1C engine built by Sofim - Fiat Powertrain Technologies and Mitsubishi Fuso. 4P10 meets Euro 5 emission norms with Bluetec selective catalytic reduction system. Common rail fuel system is equipped with high pressure piezo-injectors.
Applications
Mitsubishi Fuso Canter
Mitsubishi Fuso Rosa
Temsa Prestij
Mitsubishi Jeep line
Six Cylinder
Diesel engines
KE series
KE36 3,299 cc, peak power is 85 PS (63 kW). Mostly a six-cylinder version of the Willys Hurricane engine , built by Mitsubishi as the KE31, this engine saw use in the heavier (3.5 ton) version of the Mitsubishi Jupiter.
DB series
DB5A , peak power is 130 PS (96 kW)
DB31A , peak power is 155–165 PS (114–121 kW) [5]
6DB1 8550 cc, peak power is 165 PS (121 kW) at 2300 rpm. Also called 6DB10A, and in turbocharged form (6DB1AT) it produces 220 PS (162 kW). The turbo version first appeared in 1965. [6]
DH series
The inline-six DH-series diesel engines were used in heavy-duty trucks beginning in 1952 with the W21. The engine name included the max power, so that the DH21 is of 210 PS (154 kW).
6DCx
6DC2 9,955 cc V6, peak power is 200 PS (147 kW). This engine has the same internal dimensions as the eight-cylinder 8DC2 and was first introduced in 1967. [6]
6DRx
6DR5 3,988 cc, peak power is 105 PS (77 kW) at 3500 rpm. Bore and stroke is 92 x 100 mm (as for the 4DR5). [2] A forklift version only has 70 PS (51 kW) at 2200 rpm.
Applications
Mitsubishi Fuso Canter
Mitsubishi Fuso Rosa
Mitsubishi Fuso Jupiter T44
1978-1979 Dodge D100/D200 [7]
6DSx
6DS1 4678 cc, peak power is from 110 to 120 PS (81 to 88 kW)
6DS3 , peak power is 125 PS (92 kW)
6DS5 , peak power is from 122 to 130 PS (90 to 96 kW)
6DS7 5430 cc, peak power is 135 PS (99 kW)
6Dxx
6D1x - 6.5 L - 8.2 L
6D10 5974 cc, peak power is 145 PS (107 kW) at 3200 rpm. [8]
6D11 6754 cc, peak power is 155 PS (114 kW) at 2800 rpm. [9]
6D14 6557 cc, peak power is 155–160 PS (114–118 kW), while the turbocharged 6D14(T) has 195 PS (143 kW).
6D15 , peak power is 170–175 PS (125–129 kW), while the turbocharged 6D15(T2) has 230 PS (169 kW). The T3 has 245 PS (180 kW).
6D16 , peak power is 170–185 PS (125–136 kW), while the turbocharged 6D16(T5) has 255 PS (188 kW).
6D17 8201 cc, peak power is 210 PS (154 kW) while the cleaner 6D17-II has 200 PS (147 kW).
6D2x - 10.3 L - 12.0 L.
6D20 10,308 cc, peak power is 215 PS (158 kW) at 2500 rpm, with torque of 70.0 kg·m (686 N·m) at 1600 rpm.
6D22 11,149 cc, peak power is 225 PS (165 kW) for the naturally aspirated version. This increases to 270 for the T/T0 and 285 for the T1 (199 and 210 kW), 310 PS (228 kW) in the T7 of 1988.
6D24 11,945 cc, peak power is 240 PS (177 kW) at 2,200 rpm, torque is 83 kg·m (810 N·m; 600 lb·ft) at 1,400 rpm
6D24-T1 11,945 cc, peak power is 320 PS (235 kW) at 2,200 rpm, torque is 125 kg·m (1,230 N·m; 900 lb·ft) at 1,400 rpm
6D24-T2 11,945 cc, peak power is 350 PS (257 kW) at 2,200 rpm, torque is 145 kg·m (1,420 N·m; 1,050 lb·ft) at 1,400 rpm
6D3x - 4.9 L - 5.9 L
6D40 - 12,023 cc, 24 valves, bore x stroke is 135mm x 140mm,
peak power is 350 PS (257 kW) for the
T1 (turbocharged) version, 390 PS (287 kW) for the VGT version T3 .
6Mxx
6M60 - 7,545 cc, bore x stroke is 118mm x 115mm ( successor 6D16 engine )
6M60-T1 - peak power is 240 PS (177 kW) at 2,700 rpm, torque is 70 kg·m (690 N·m; 510 lb·ft) at 1,400 rpm
6M60-T2 - peak power is 270 PS (199 kW) at 2,700 rpm, torque is 80 kg·m (780 N·m; 580 lb·ft) at 1,400 rpm
( 2010 ~ present JDM version )
6M60-T1 - peak power is 240 PS (177 kW) at 2,500 rpm, torque is 76 kg·m (750 N·m; 550 lb·ft) at 1,400 rpm
6M60-T2 - peak power is 270 PS (199 kW) at 2,500 rpm, torque is 80 kg·m (780 N·m; 580 lb·ft) at 1,100 rpm
6M60-T3 - peak power is 220 PS (162 kW) at 2,500 rpm, torque is 76 kg·m (750 N·m; 550 lb·ft) at 1,400 rpm
6M61 - 8,201 cc, peak power is 190 PS (140 kW) (CNG), 225 PS (165 kW) (naturally aspirated)
6M70 - 12,882 cc, bore x stroke is 135mm x 150mm
First Version
6M70-T1 - peak power is 320 PS (235 kW) at 2,200 rpm, torque is 130 kg·m (1,300 N·m; 940 lb·ft) at 1,200 rpm
6M70-T2 - peak power is 350 PS (257 kW) at 2,200 rpm, torque is 165 kg·m (1,620 N·m; 1,190 lb·ft) at 1,200 rpm
6M70-T5 - peak power is 410 PS (302 kW) at 2,200 rpm, torque is 220 kg·m (2,200 N·m; 1,600 lb·ft) at 1,200 rpm
Second Version it has 4.0L
6M70-T3 - peak power is 380 PS (279 kW) at 2,000 rpm, torque is 185 kg·m (1,810 N·m; 1,340 lb·ft) at 1,100 rpm
6M70-T4 - peak power is 420 PS (309 kW) at 2,000 rpm, torque is 185 kg·m (1,810 N·m; 1,340 lb·ft) at 1,100 rpm
6M70-T5 - peak power is 460 PS (338 kW) at 2,000 rpm, torque is 220 kg·m (2,200 N·m; 1,600 lb·ft) at 1,100 rpm
6M70-T8 - peak power is 380 PS (279 kW) at 2,000 rpm, torque is 220 kg·m (2,200 N·m; 1,600 lb·ft) at 1,100 rpm
6M70-T7 - peak power is 520 PS (382 kW) at 2,000 rpm, torque is 220 kg·m (2,200 N·m; 1,600 lb·ft) at 1,100 rpm
6Rxx
12,808 cc bore x stroke is 132mm x 156mm
6R10-T2 peak power is 350 PS (257 kW) at 1,800 rpm, torque is 185 kg·m (1,810 N·m; 1,340 lb·ft) at 1,200 rpm
6R10-T3 peak power is 380 PS (279 kW) at 1,800 rpm, torque is 185 kg·m (1,810 N·m; 1,340 lb·ft) at 1,200 rpm
6R10-T4 peak power is 420 PS (309 kW) at 1,800 rpm, torque is 185 kg·m (1,810 N·m; 1,340 lb·ft) at 1,200 rpm
6R10-T6 peak power is 460 PS (338 kW) at 1,800 rpm, torque is 220 kg·m (2,200 N·m; 1,600 lb·ft) at 1,200 rpm
6R10-T7 peak power is 520 PS (382 kW) at 1,800 rpm, torque is 255 kg·m (2,500 N·m; 1,840 lb·ft) at 1,200 rpm
6R10-T8 peak power is 460 PS (338 kW) at 1,800 rpm, torque is 255 kg·m (2,500 N·m; 1,840 lb·ft) at 1,200 rpm
6S20
6,373cc
6S20-T1 peak power is 230 PS (169 kW) at 2,200 rpm, torque is 83 kg·m (810 N·m; 600 lb·ft) at 1,200 rpm
6S20-T2 peak power is 280 PS (206 kW) at 2,200 rpm, torque is 112 kg·m (1,100 N·m; 810 lb·ft) at 1,200 rpm
Eight Cylinder
Diesel engines
8DCxx
8DC2/8DC4 13,273 cc 250–265 PS (184–195 kW). There is also a 8DC20AD version with 230 PS (169 kW).
8DC6 14,886 cc 280–300 PS (206–221 kW)
8DC7 13,804 cc 280 PS (206 kW)
8DC8 14,886 cc 275–305 PS (202–224 kW)
8DC9 16,031 cc 300–320 PS (221–235 kW) (naturally aspirated)
8DC9T 16,031 cc 360–440 PS (265–324 kW) (turbo)
8DC10 16,752 cc 335 PS (246 kW)
8DC11 17,737 cc 330–365 PS (243–268 kW)
8M2x
8M20 20,089 cc 375–400 PS (276–294 kW)
8M21 21,205 cc 370–430 PS (272–316 kW)
8M22-T1 19,004 cc peak power is 550 PS (405 kW) at 2,000 rpm, torque is 220 kg·m (2,200 N·m; 1,600 lb·ft) at 1,300 rpm
8M22-T2 19,004 cc peak power is 480 PS (353 kW) at 2,000 rpm, torque is 177 kg·m (1,740 N·m; 1,280 lb·ft) at 1,300 rpm
Ten Cylinder
Diesel engines
10DC
The ten-cylinder 10DC engines share the dimensions of the 8DC series and were first seen in 1974, in the heavy duty F-series trucks.
10DC6 18,608 cc, 375 PS (276 kW) at 2500 rpm.
10DC8 18,608 cc, 375–380 PS (276–279 kW).
10DC11 22,171 cc, 440 PS (324 kW), torque is 156 kg·m (1,530 N·m; 1,128 lb·ft).
10M2
10M20 25,112 cc, peak power is 480 PS (353 kW) at 2,100 rpm, torque is 177 kg·m (1,740 N·m; 1,280 lb·ft) at 1,300 rpm
10M21 26,507 cc, peak power is 520 PS (382 kW) at 2,100 rpm, torque is 185 kg·m (1,810 N·m; 1,340 lb·ft) at 1,300 rpm
Twelve Cylinder
12DC2 19,910 cc, bore x stroke is 130mm x 125mm
peak power is 400 PS (294 kW) at 2,500 rpm, torque is 134 kg·m (1,310 N·m; 970 lb·ft) at 1,200 rpm