GM Seeks Patent On Adaptive Instrument Panel | Fuel Injection/Nozzle

“If they’re going to try and weasel their way out of this, I really don’t want anything to do with the truck anymore,” he told me over the phone, clearly bothered by the fact that this happened to a truck heavily marketed as a hard-core off-roader.

Casual – The guy that acts like a wise neutral observer, yet as passive as he is, even he can’t hide his Ford bias,

My Traverse tester was powered by a 3.6-liter V6 delivering 310 horsepower and 366 lb.-ft. of torque. The engine is mated to a capable 9-speed automatic transmission that was easily in charge of the large SUV in every level of performance. Look for decent fuel economy ratings at 18/27 mpg for the V6. If you want turbo, a 2.0-L turbocharged 4-cylinder is also available (255 hp and 295 lb.-ft. torque).

In late August, we drove the all-new 2019 GMC Sierra in Newfoundland, Canada. The testing included extended drives through the country, trailering demonstrations, and short (and very light) off-roading. Also, we witnessed a Newfoundlander initiation ritual called "Screeching in," which involves kissing a dead cod, shots of rum, and the phrase "Deed I is, me ol’ cock! And long may yer big jib draw!"

The plaintiffs claim the hydraulic clutch system is defective where the “clutch pedal loses pressure, sticks to the floor, and fails to engage/disengage gears."

The application was dug up on Friday by automotive errata super sleuth Bozi Tatarevic over at Jalopnik. It describes a "clutch-by-wire" system that would essentially use a servo and a potentiometer (like an e-throttle in a modern engine) to operate a vehicle’s clutch. It’s an exciting idea, and I’ll explain why.

DUBLIN–(BUSINESS WIRE)–Dec 6, 2018–The "Philippines Diesel Genset Market (2018-2024): Market Forecast by kVA Rating, by Applications, by Regions, and Competitive Landscape" report has been added to ResearchAndMarkets.com’s offering.

5. Analysis concerning Small Diesel Engine (Non-Road) applications, types, as well as regions of this market;

Cummins says that it “embraces” emissions regulations, while JCB’s group director of engines, Alan Tolley, believes that it is “quite right” that emissions legislation is being tightened and added that this “has certainly challenged the industry to up its game”. Volvo Penta said that it welcomed both tougher legislation and zero emissions standards.

On the V8 engines, the big news is the new Dynamic Fuel Management system that takes cylinder deactivation to the next level. Unlike the previous system that changed the engine from a V8 to a V4, the new system offers 17 different deactivation profiles, and can choose among them every 12.5 milliseconds to adapt to changing conditions in real time.

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We will be the first to tell you that the 2019 KTM 450SXF is inferior to the 2018 KTM 450SXF in many ways. The 2019 model has a lag off the bottom due to a closed-off airbox, and the frame is stiffer than it needs to be. If you are a Pro, you will like the stiffer frame better than last year’s more forgiving chassis. Plus, Pros are fast enough to jump over the slow power build-up off bottom as they don’t ride that low in the powerband very often. Paradoxically, slow riders like the slow build-up because they ride there more often.