NEED TO SALE MY CAR ASAP!!!
I have ALL the paper work on this FULLY LOADED BEAUTIFUL Little car.
I Paid over $42,000 for this Jewel.
I always kept it in the garage.
1 Owner 28,000 miles
RARE Classic Yellow Pearl Coat Exterior.
Dark Slate Gray/Vanilla 2-Tone Leather Interior.
Engine: *3.2-Liter V6 SOHC 18-Valve Engine
Automatic Transmission
*GPS Navigation System
*Heated Front Seats with 2 Level Heat Settings
*Power Windows, Doors, and Mirrors
*Keyless Entry w/Remote
*Cruise, Tilt
*Premium Infinity Sound
*AM/FM w/CD
GPS Navigation System
Low Jack anti theft
SO MUCH MORE any questions you may have
please email me at:
fatema_97502@yahoo.com
I'm located in Albany, Oregon

 

Hi,

I am guessing you already sold this car. Could you let me know if that's not the case. Thank you,

C Ledbet

 

This thread learned me that my car is 18v. I just figured it was 12.

 

Yes, that is correct. 18 valve engine. SOHC

 

Hmmm...18 valve...so if my math is correct...that equates to 3 valves per cyclinder...

I'm assumin that's 2 for Intake...1 for Exhaust...per Cyclinder...???

Or is it the other way...???

I always liked math, but I won't be splitting Atoms anytime soon...lol...

 

There's your 12 spark plugs

 

Yes, 2 intake, one exhaust valve per cyl, single OHC, chain driven ( no stupid belt to have to replace at 60,000 miles )
Also, the 2 spark plugs per cylinder do not fire together, one fires a few milliseconds ( or microseconds, not sure which ) after the other to cause a more complete flame propagation front upon combustion, which is said to decrease pollution and increase HP.
Or at least, that's what THEY say..........

The magical computer handles all this via inputs from various critical sensors, such as the Crankshaft Position sensor ( relatively cheap to replace, but a pain in the butt ) and the Camshaft Position Sensor ( NOT cheap, but easy to replace )

 

The extra set of plugs is for wasted spark (fire on exhaust stroke to clean up exhaust content).. they dont fire together

 

My understanding is that one fires before TDC and the other after TDC.
That puts the first spark on the compression stroke and the second spark on the power stroke, not the exhaust stroke.

 

And yet more twin plug info from our friends over at the MB forum :
( they mention the 55 motor, but same applies to ours )

The major reason for two spark plugs is the motor does not need as much advance ignition timing to complete the burn cycle, because the flame front has been started in two different areas of the combustion chamber and therefore the combustion process is completed more quickly. The need for less ignition timing means less chance of detonation. The flame front is not traveling any faster, there is just two flame fronts traveling the same speed but covering the combustion chamber more quickly. Quench areas ( Squish Areas) promote cooling of the combustion chamber and true there is potentially more area for quench area in a larger bore diameter, however in the 55 motor the third valve will take any of that extra room and then some, so I say, MB having put the third valve in the combustion chamber, reduced the quench area to the point that they needed some other way to reduce the probability of detonation, so that is when the second spark plug was added and it most likely also allowed more boost to be used.
A little more clarification on detonation and shock waves. Detonation occurs when the end gases (the last A/F mixture left to burn, to complete the combustion process) become to hot and ignite before they are supposed to and start another flame front which collides with the original flame front, causing a violent rise in peak cylinder pressure prematurly, which rattles the pistons back and forth in the cylinder bore as they are approaching TDC. This is not good especially on a forced induction motor. Even with the twin spark plugs MB still has to retard the hell out of the ignition timing under boost to maintain safe operation of the 55 motor.

 

From the manual:

SOHC 2 Intake and 1 Exhaust Valve per Cylinder Roller
Rocker Arms

The cylinder heads, having three valves per cylinder minimizes exhaust port surface area, keeping more heat in the exhaust stream to provide fast catalytic converter heating for low emissions and to reduce cooling load. A three valve configuration also simplifies the engine by allowing use of one cam per bank rather than two and provides room in the combustion chamber for two spark plugs that provide more complete combustion. Valves are set at an included angle of 35.5 degrees, forming a shallow combustion chamber. A central passage in each head that connects with each cylinder delivers either assist air or recirculated exhaust if needed to reduce exhaust emissions. The camshafts turn directly in the head; no bearing inserts are used. Transverse coolant flow within the head provides optimal cooling of the exhaust valve seats while minimizing heat extraction from the exhaust ports to enhance catalytic converter warm up.

INTAKE/EXHAUST VALVES AND SEALS DESCRIPTION
Two 1.42-in. (36-mm) intake valves and a single 1.61-in. (41-mm) exhaust valve per cylinder are operated by a double-width roller chain-driven camshaft per bank using roller rocker arms. Lightweight hydraulic adjusters in the rocker arms at the valves take up valve clearance for quiet operation. For minimum weight and maximum rigidity the compact rocker arms are pressure-cast aluminum. They pivot through roller bearings on rocker shafts bolted to the heads. Using computer-aided measurement and calculation techniques, valve dynamics are equivalent to that achieved by direct valve actuation through in-line tappets, but with far less friction.

OPERATION
The intake valve allows the air/fuel mixture to enter the combustion chamber. The exhaust valve allows the burned air/fuel mixture to exit the combustion chamber. Also, the intake and exhaust valves seal the combustion chamber during the compression and power strokes.

 

Looking over the OP's description for this car,
I might buy it just for the 2 GPS systems and the Tilt steering!

 

Don't understand how such a high tech motor only puts 215hp to the crank N/A. Still love my N/A and a few mods go a long way with it.

 

Those are some pretty outstanding options. Which box did you have to check to get all of them? Were they all bundled in one package? Also are you going to let the luggage go with the car, or did you forget to check that box when ordering your car?

 

Personally, I think the HP rating is understated. I know I am comparing apples to oranges here, but my wife's 2012 Sonata weighs about the same as the CF with about the same HP and the CF is much faster. Both automatics with what I am sure to be much different gear ratios. Like I said, apples to oranges but all I have to compare.

 

I agree with you 100%. The XF has a consistant power all the way up the tach where as a lot of regular cars don't seem to.

 

Yeah, that flat torque curve is awesome. Love it.

Now what I would love to test drive is that new 3.6L Pentastar motor they are putting in some of the 2012 Chrysler products. 278 HP I believe. A little over 300HP in the Challenger. I think Fiat has some plans for this motor as well, turbo charging it. May be going in the Alfa? I dunno.

 

A lot of that has to do with the transmission.

 

No one is going to comment on the fact this thread is from 6/2008?!?! As if the OP is going to still have the car 3+ years later let alone still be a forum member.......lol!!!!

 

Oh I know, hence the apples and oranges analogy.