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The fan is driven by a long V-belt from the back of the engine with an adjustable idler pulley. The belt makes two 90° turns to reach the fan resulting in four 90° twists. An early problem with the fan drive-belt jumping off the pulleys was solved by making the groove in the idler pulley deeper and adding belt guides.
On the front sides, there were two air exhaust "slots" on either side of the PD-4102, while the PD-4103 had five. In place of the exhaust fan grilles on the later model, the PD-4012 had a series of small holes punched into the sheet metal that made up the luggage rack soffit.
Although it had had a larger displacement than its 261-cubic-inch (4.3 L) Stovebolt predecessor it was approximately 2 inches (51 mm) shorter and 1 ⁄ 4 inch (6.4 mm) lower. [54] Flywheel bolt pattern is the same as the six and V8, with 1 ⁄ 2 inch (12.7 mm) bolts for the flywheel if produced after the 1966 model year.
A high-performance 327 cu in (5.4 L) variant followed, turning out as much as 375 hp (280 kW) (SAE gross power, not SAE net power or the current SAE certified power values) and raising horsepower per cubic inch to 1.15 hp (0.86 kW). From 1954 to 1974, the small-block engine was known as the "Turbo-Fire" or "High Torque" V8.
A fan called it "the incredibly silky, ideal material for layering continues to look fantastic even after multiple laundering," $15 at Walmart Walmart deals: Patio and garden
At the other extreme, some high bypass ratio civil turbofans control the fan working line by using a convergent-divergent nozzle with an extremely low (less than 1.01) area ratio on the bypass (or mixed exhaust) stream. At low airspeeds, such a setup causes the nozzle to act as if it had variable geometry by preventing it from choking and ...