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The DBAG Class 612 is a two car, tilting, diesel multiple unit operated by the Deutsche Bahn for fast regional rail services on unelectrified lines. [ 1 ] General information
Work Completed: Manual windows upgraded to power windows, replaced seals in leaking power steering control valve and new power steering hoses installed, retrofitted optional Dial-o-Matic power seats, creme seat covers replaced with the correct black/creme covers, new soft top added, front and rear bumpers and front grille rechromed, smaller ...
Power steering is a system for reducing a driver's effort to turn a steering wheel of a motor vehicle, by using a power source to assist steering. [1]Hydraulic or electric actuators add controlled energy to the steering mechanism, so the driver can provide less effort to turn the steered wheels when driving at typical speeds, and considerably reduce the physical effort necessary to turn the ...
The Daimler-Benz DB 602, originally known as Daimler-Benz LOF.6, was a German diesel cycle aero engine designed and built in the early 1930s. It was a liquid-cooled upright V16 , and powered the two Hindenburg -class airships .
The vehicles requiring the hardware fix are the 1.6 litre diesel models. The 1.2 litre [ 154 ] and 2.0 litre diesel models will require only a software fix. [ 65 ] On the same day, Volkswagen announced it would overhaul its entire diesel strategy, saying that in Europe and North America it will switch "as soon as possible" to the use of ...
The Class 142 was the most powerful single-engined diesel in Europe (along with the DSB MZ III/IV class, the rebuilt DBAG 241 and the SNCF Class CC 72000) until 2006 when the Voith Maxima 40 CC was built with an even greater power of 3,600 kW (4,830 hp) (this power had been already reached in 1975 by the French prototype CC 72075).
The power plant was offered for several applications: trucks, buses, motor homes, construction and industrial equipment, and military vehicles. It is unusual to find an inline four-cylinder engine propelling heavy duty buses, which traditionally use inline six , V-6 or V-8 diesel engines.
First, the head bolts simply weren't numerous or strong enough for the diesel's high compression ratio, so they started blowing head gaskets. Second big problem: GM's cost-cutters decided not to fit a water separator. Unlike gasoline, diesel fuel is subject to water condensation – hence the need for a water separator.