usmanzada2006
20.06.2021 1:47:58
Thank you to Mark Turner for the photograph of preserved Q6 No. 63395 at Grosmont in 2008.
See full version: Where is the q6 engine made
Thank you to Mark Turner for the photograph of preserved Q6 No. 63395 at Grosmont in 2008.
Wilson Worsdell's Q5 0-8-0s met the initial increases in the North Eastern Railway's (NER) mineral traffic at the turn of the century. This large upsurge in traffic continued and more locomotive power was required. Hence, Raven designed his Q6 class using the best parts of the piston valve version of the Q5 design. A larger boiler was fitted with a saddle fitting for the smokebox. A total of 120 Q6s were built between 1913 and 1921 in a total of six batches.
The last Q6 locomotives were withdrawn in 1967. No. 2238 (No. 3395 in the 1946 scheme, and BR No. 63395) has survived into preservation and is owned by the North Eastern Locomotive Preservation Group (NELPG) who usually operate it on the North Yorkshire Moors Railway (NYMR). No. 2238 was restored to running condition in 1970 and had vacuum brake equipment fitted so that it could haul passenger traffic. Although not designed for passenger work, it has proved to be very capable of working the NYMR's steep gradients. A major overhaul was completed in 2007, and No. 2238 re-entered traffic in September 2007. here
NuCast and Dave Alexander both sell OO gauge (4mm scale) kits of the Q6. Chivers have also produced a 4mm scale kits but current availability is unknown. [links]
After fitting superheaters to many of the B15 4-6-0s, Raven had become fully convinced of the superheater's worth, and fitted them as standard to the Q6s. A number of different superheater types were initially tried, but all of the Q6s had been standardised to the Schmidt design by Grouping (1923). The original working pressure was 160psi, but this was increased 180psi before Grouping.
In anticipation of a Ministry of Transport authorisation to convert the Q6s to oil burning, shorter superheater elements were fitted to eight Q6s in 1947. The oil burning conversion project did not advance any further. more
WHY IT MATTERS: Automakers have finally realized that in order to sell electric-powered vehicles, they have to build cars people actually want to buy. This means compact SUVs, especially luxury ones. For Audi, the 2023 Q6 E-Tron will be the SUV counterpart to the brand's coming A6 E-Tron sedan, helping to amortize costs for the (likely) slower-selling A6 and providing an alternative for those who find the Q4 E-Tron too small and the E-Tron SUV too large.
Officially, Audi hasn't yet disclosed powertrain details for the Q6 E-Tron, but we'd be shocked (no pun intended) if it didn't mirror the A6 E-Tron lineup. We expect the top powertrain option on the Q6 E-Tron to feature dual motors with about 470 hp and 590 lb-ft of torque, backed up by a 100-kWh battery pack. A smaller battery pack and single-motor rear-drive option are also likely. [links]
Expect a driving range north of 250 miles for the Q6 E-Tron. Like the A6 E-Tron and E-Tron GT, the Q6 E-Tron will be capable of quick-charging at seriously quick speeds—up to 270 kW, or 20 kW higher than Tesla's latest V3 Superchargers. That will make the Q6 E-Tron road-trip friendly, with a theoretical 5-80 percent charge time of just 25 minutes. [links]
WHAT IT IS: Audi's first two electric vehicles, the E-Tron SUV and E-Tron GT fastback, are flagships of sorts for the automaker. But the upcoming 2023 Audi Q6 E-Tron is slated to be Audi's first heart-of-market electric luxury SUV. This Q5-sized compact electric SUV (and its future electric Porsche Macan stablemate) will be Audi's answer to the Tesla Model Y, Jaguar I-Pace, and Mercedes EQC, among others.
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The first all-aluminum VQ V-6 debuted in 1994 in 2.0L, 2.5L and 3.0L displacements, the latter bringing 190 horses and 205 lb.-ft. (278 Nm) of torque to new U.S.-market ’95 Nissan Maxima and Infiniti i30 sedans. It was relatively light and compact, with lightweight internal parts, micro-finished camshafts and crankshaft, molybdenum-coated pistons and a 2-way cooling system that enables the block to warm up more quickly for reduced emissions. here
VQs powering the new Pathfinder and Armada trucks do feature Nissan's new direct-injection system. more
Did any key engineering innovations help the team achieve its goals? Yes, he says and among the most important are “a highly optimized short intake manifold and long exhaust system, a larger-event-angle exhaust cam phaser and a low-flow-restriction exhaust catalyst,” in addition to the vibration-fighting oil pan.
To refresh readers’ memories, here is what the judges wrote about the award-winning 3.7L VQ back in 2008, its last Wards 10 Best honor until now: “When Nissan engineers kicked off design of an all-new V-6 engine family 18 (now 26) years ago, they planned to make it at least the equal of any, and better than most. They could not have predicted how powerful, popular and prolific it would be nearly two decades later. here
And while most other automakers are phasing out V-6s in favor of smaller, lighter and typically more fuel-thrifty turbocharged 4-cyl. engines in their midsize, and some larger, cars and CUVs, this much-improved DOHC, 24-valve, all-aluminum 3.5L V-6 is the only engine offered in the ’16 Maxima, which Nissan bills as a “large” sedan. And it’s not even (yet) direct-fuel-injected, making do instead with less complex and less expensive port fuel injection. more