CGI.. it's an Iron Graphite composite ..almost as light as aluminum but stronger
Here is a good write up on it
https://www.caranddriver.com/featur...ge-iron-in-its-aluminum-intensive-2015-f-150/
The 3.0 Diesel also uses it
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2.7L CAST IRON BLOCK - WHY?
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Here is a good write up on it
https://www.caranddriver.com/featur...ge-iron-in-its-aluminum-intensive-2015-f-150/
The 3.0 Diesel also uses it
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This...
Good insight, thanks for sharing.Mechanic here - plastic oil pans are amazing. Unless there's an error in the mold you really don't have to worry about them unless you plan on dropping the engine on a rock. Regardless of pan in that situation though, you're going to be losing your oil. That's why there's skid plates.
It's a V6... there's four. It's also REALLY cool how they attach. They're fracture-split, the same way you're starting to see new connecting rods. The block gets cast with the main journals as one piece, then they laser-etch where the bearing cap and block are going to be split. They use a special machine to essentially break off the caps from the block. This is an extremely strong setup. What once took six studs to secure a main cap to a block now only takes two bolts, while still being stronger. The big downside is that if you mess up either the block's or the main cap's mating surface, then you need a new block.
Paccar has been using CGI blocks for over a decade now with the MX-13, and even longer in Europe where the engine originated. IMO they have the toughest long block in the industry. The technology is beyond proven and very strong. So much so that all of the next-gen Cummins engines that will based on their modular platforms (like the upcoming X12) are going to be CGI blocks. It's so much stronger and much, much lighter than traditional iron since you don't need as much material.
Main caps:
Maiting point of a con-rod (notice how you can't see it since it was originally made as a single unit then fracture-split)
It's cool to see diesel-proven tech being used in gas cars.
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Whatever doesn't get pioneered in racing usually gets pioneered in heavy trucks. We see a lot of cool stuff before cars get them sometimes.
Mechanic here - plastic oil pans are amazing. Unless there's an error in the mold you really don't have to worry about them unless you plan on dropping the engine on a rock. Regardless of pan in that situation though, you're going to be losing your oil. That's why there's skid plates.
It's a V6... there's four. It's also REALLY cool how they attach. They're fracture-split, the same way you're starting to see new connecting rods. The block gets cast with the main journals as one piece, then they laser-etch where the bearing cap and block are going to be split. They use a special machine to essentially break off the caps from the block. This is an extremely strong setup. What once took six studs to secure a main cap to a block now only takes two bolts, while still being stronger. The big downside is that if you mess up either the block's or the main cap's mating surface, then you need a new block.
Paccar has been using CGI blocks for over a decade now with the MX-13, and even longer in Europe where the engine originated. IMO they have the toughest long block in the industry. The technology is beyond proven and very strong. So much so that all of the next-gen Cummins engines that will based on their modular platforms (like the upcoming X12) are going to be CGI blocks. It's so much stronger and much, much lighter than traditional iron since you don't need as much material.
Main caps:
Maiting point of a con-rod (notice how you can't see it since it was originally made as a single unit then fracture-split)
Thank you for your insight!!!!!! I actually had to do a little bit of research because I thought it was an aluminum block that was going to be sprayed with CGI. Now that i know it will be a whole casted block I am blown away this is the stuff, I am nerding out over the potential this will bring to the platform itself
Now for the bottom end I was worried they would have skimped out. This would be very ideal way to increase strength of the con- rods, as the performance after market has con rods like this.
dare i say 500-600ft*lbs might not look like a stretch on stock engine platform
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It would have been great if you could give me a hint where from you got those Cummins information. WHB in Brazil are hoping for at least two major orders of CGI in volumeproduction and it´s seems as a good timingMechanic here - plastic oil pans are amazing. Unless there's an error in the mold you really don't have to worry about them unless you plan on dropping the engine on a rock. Regardless of pan in that situation though, you're going to be losing your oil. That's why there's skid plates.
It's a V6... there's four. It's also REALLY cool how they attach. They're fracture-split, the same way you're starting to see new connecting rods. The block gets cast with the main journals as one piece, then they laser-etch where the bearing cap and block are going to be split. They use a special machine to essentially break off the caps from the block. This is an extremely strong setup. What once took six studs to secure a main cap to a block now only takes two bolts, while still being stronger. The big downside is that if you mess up either the block's or the main cap's mating surface, then you need a new block.
Paccar has been using CGI blocks for over a decade now with the MX-13, and even longer in Europe where the engine originated. IMO they have the toughest long block in the industry. The technology is beyond proven and very strong. So much so that all of the next-gen Cummins engines that will based on their modular platforms (like the upcoming X12) are going to be CGI blocks. It's so much stronger and much, much lighter than traditional iron since you don't need as much material.
Main caps:
Maiting point of a con-rod (notice how you can't see it since it was originally made as a single unit then fracture-split)
http://www.usinagem-brasil.com.br/14787-whb-automotive-planeja-investir-na-producao-de-cgi/pa-1/
" WHB's intention is to enter the CGI market as an alternative to current players. The company's goal is to obtain, still in 2020, at least two large orders for blocks and heads. WHB will compete directly with Tupy, which last December announced the purchase of Teksid Fundição de Ferro. "Currently, we are the only companies with the capacity to produce CGI in Brazil", highlights the director. "
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Makes sense since Cummins gets most of its big blocks from Brazil, IIRC. However, the X12 has been a poor performer sales-wise since it came out, although it has only been on the market for roughly a year now.
It doesn't help that Paccar (Kenworth and Peterbilt) just isn't going to offer it, since it directly competes with their own MX-11 and MX-13, both of which are CGI heads and blocks. AFAIK only Diamler (who also has Detroit Diesel, and they sell a ton of those) and International (which just got done making a new engine) are the only ones offering the X12. You also have to remember that this market is driven by reliability, an all-new engine is usually a tough sell in its first few years. It also has to put up with the moniker of the engine it replaced, the dreadful ISX12, which shares almost no parts with the new X12 except the paint, a few standardized sensors and maybe the turbo.
But just because the X12 is not doing so hot, it won't dissuade the big guys (Cummins, DD, Volvo, etc.) from CGI, especially since the technology has been proven.
I hope these new process and or tech actually deliver stronger vehicles.
It’s one thing to say a material is stronger by weight, and a completely different thing to say the finished product is.
Example they could shave the weight, making it lighter, thinner what have ya, and the finished product is no stronger. I.e. all the the time spent, money invested, in stronger components, in the end saved weight, made it as strong, then put that weight savings to work on adding more safety, or pollution controls.
In the end, you have material that could be great, but if the bean counters and or designers, wanting to add other things, you could end up with a product no better than what we’ve had.
Hope this doesn’t happen, I’m stoked reading these articles about these products. I guess we have to wait for some grease monkeys to push the limits.
It’s one thing to say a material is stronger by weight, and a completely different thing to say the finished product is.
Example they could shave the weight, making it lighter, thinner what have ya, and the finished product is no stronger. I.e. all the the time spent, money invested, in stronger components, in the end saved weight, made it as strong, then put that weight savings to work on adding more safety, or pollution controls.
In the end, you have material that could be great, but if the bean counters and or designers, wanting to add other things, you could end up with a product no better than what we’ve had.
Hope this doesn’t happen, I’m stoked reading these articles about these products. I guess we have to wait for some grease monkeys to push the limits.
This material is well proven in Nascar racing since more than 20 years. It´s the standard block material there.
look here
https://www.sintercast.com/corporate/sintercast-and-the-environment/
https://www.sintercast.com/market/sintercast-passenger-vehicles/
look here
https://www.sintercast.com/corporate/sintercast-and-the-environment/
https://www.sintercast.com/market/sintercast-passenger-vehicles/
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The Mondeo V6 (original Duratec - 2.5/3.0) was engineered by Porsche.
The Cyclone V6 (new Duratec - 3.5/3.7) was a clean sheet design by Ford and is completely unrelated to the Mondeo V6 engine architecture.
You came in two years after the fact to perpetuate an internet myth based solely on some bad marketing material? The 3.0 is the same CGI inner structure, just like the 2.7.
Here's an Explorer 3.0:
Here's another one:
That's some weird rusty-looking aluminum there.
"Oh, but I read a press release and some internet posts!"
Cool. Show me a picture of the all-aluminum 3.0. You can't. It's not a thing.
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