Engine Block Heaters

Engine Block Heaters are used to heat the engine block and engine fluids of gas and diesel vehicles as an aid to starting in cold weather.  The heater is operated using standard household AC power and the heat generated is distributed throughout the engine by the convective flow of the warmed coolant.  The heaters are approved to North American and European electrical standards and designs are available for most engine makes and models.  Two basic types of heaters exist.  The conventional heater is directly installed into the coolant jacket of the engine and the conduction heater is installed against the engine block or into a dry port of the engine.

In addition to helping start the vehicle, Engine Block Heaters provide other benefits.  The warmed engine produces significantly fewer emissions during and after starting.  Heat output from the vehicle cabin heater will be quicker.  And engine and starter system components will have extended life due to the reduction in wear associated with starting cold engines.

Phillips & Temro works directly with OEM engine and vehicle manufacturers to design Engine Block Heaters for their specific applications.  In addition, heaters are sold in the aftermarket directly to consumers.  See the Application Guide and Product Catalog for aftermarket part numbers, ordering information, and application information organized by engine make & model.

Use of an Engine Block Heater can be enhanced with the addition of a Phillips & Temro thermostat.  The thermostat cycles the heater on and off based on the temperature of the coolant in the engine.  This allows the heater to operate only for the amount of time necessary to maintain a given coolant temperature – more in cold weather and less in cool weather.  This in turn reduces the electric power used, saving energy and money.  See the Thermostatically Controlled Engine Immersion Heaters Data Sheet for more information.

Thermostatically Controlled Engine Immersion (Block) Heater

Matching For Color Car Feature Girls

Car Tech covers auto show and events from around the world, including The Tokyo Motor Show is famous for revealing the most advanced car Post Ads / Services under Motor Show. You will be redirected to Once You post your Ad, it will automatically be seen in SD Classifieds within Events. EyesOn Detroit Design.

Artistic Car Classic Especcially Fun

The Orange Show Center for Visionary Art is a non-profit organization Art Car Parade classic car show you can find classic cars that are works of art in themselves. But every once in awhile you happen upon a collection Car Art Show and Other Wheeled is happening.

Auto Racing Ladies Start Engines

There has always been a woman in the race for the past several years, and that's the way it should be. If a woman and her team can qualify, give her the wheel. But, this year was different. There was no advertising on these cars for oil companies; car parts; gasoline companies, etc. Advertisers and sponsors included: shopping malls; diamond jewelry companies; cosmetic companies; pickle ice cream companies; hair coloring companies; flower shops; candy companies; shopping catalog Internet companies, etc.

The Classic Car Show at Imperial Palace

Some of the cars are one of a kind customs with intricate bodywork and details that are all original. Many of the cars are rebuilt - some were just well kept, and some, were never driven at all. There's one VW Beetle from the 60's that the owner parked in a barn, left the window sticker still on it, and now it sits in the showroom with original miles on it.

INTEGRATING THE WASTEGATEINTEGRATING THE WASTEGATE

A major difference in the design of the exhaust manifold for a turbo exhaust system is the integration of the turbocharger's wastegate. As we've mentioned in our section on turbocharger boost control, the wastegate is used to control boost pressure created by the turbocharger, and to prevent it from creating too much boost pressure. For this reason, the wastegate should be integrated into the exhaust manifold in such a way that it is exposed to as much of the pressure in the exhaust manifold as possible. This means that the wastegate should be located either after the collector where all the primary pipes join together, or after the last exhaust port on a log-type manifold. The wastegate should also be located at an angle that neither restricts nor interferes with exhaust gas flow as efficient exhaust gas flow is required to reduce turbo lag. In other words, the exhaust gas must be able to flow to the wastegate so that the wastegate can experience the correct exhaust pressure in the system without interrupting the exhaust gas flow

THE TAILPIPE

 

An exhaust manifold for a turbo engine.

There are also a few important aspects of a turbo engine that you must take into account with regards to your tail pipe. Firstly, the turbo increases the amount of air/fuel mixture that is fed into the combustion chamber and consequently increases the amount of exhaust gas that must be expelled from the engine. Secondly, the exhaust gasses of the turbo engine are much higher than a naturally aspirated engine; therefore the exhaust on a turbo engine will be more prone to heat expansion. The flange that is attached to the turbine outlet can experience temperatures of up to 1500°F! For this reason the flange should be beefed up and a minimum flange thickness off a ½ inch with additional bracing is recommended. The rest of the exhaust system needs to make allowance for heat expansion and should incorporate swaged joints.

Turbo Exhaust Systems

The same rules regarding the exhaust header design that apply to naturally aspirated engines also apply to turbocharged engines but with a few rather significant differences. If you haven't yet read our introduction to performance exhaust systems and our guide to effective exhaust header design, then do so before reading this section as this section builds on the information in our previous pages on exhaust systems.

TURBO EXHAUST HEADERS

A log-type exhaust header

In our guide to exhaust header design, we did not mention log-type headers as these headers are always less effective than exhaust headers with equal length primary pipes that joint together in a collector. However, on a turbocharged engine, you may not have enough space for an equal length header and a turbocharger. This space limitation would necessitate the use of a log-type header. In addition, the primary pipes of the exhaust manifold must come together at the collector before it feeds into the turbocharger and the size of the collector will be determined by the size of the turbocharger's turbine inlet.

In some cases you may even need to retain the stock cast-iron exhaust manifold. If this is the case, you should examine the stock exhaust manifold closely for imperfections that could restrict exhaust gas flow, much the same as you would do when porting the cylinder head. The aim would be to make the internal surface of the exhaust manifold as smooth as possible while keeping the shape and size of the primary pipes as uniform as possible, without weakening the manifold. By smoothing down the internal surface, you would not only improve exhaust gas flow, which would be crucial to reducing turbo lag, but you'd also reduce carbon build-up. Remember, however, that widening the primary pipes would reduce exhaust gas velocity and would result in a thinner manifold wall, both of which would have a negative effect on turbo lag! A thinner manifold wall would have greater exhaust heat loss, which would mean a reduction in the heat energy that is used to drive the turbine.

When designing your own turbo exhaust header, you need to ensure that your header is strong enough to support the weight of the turbocharger, and that is can withstand the heat buildup caused by the turbocharger. This means that you have a choice of two materials when designing the exhaust header: steam pipe and bends, or stainless steel tubing. Stainless steel tubing may be easier to bend and shape, and would require less welding and grinding but you should ensure that the bends are formed in a mandrel bender that does not deform the inner radius of the bends.

Modified Car Shows and Galleries

Audi

Audi and the Audi TT have long been a firm favorite for car tuners from Europe and especially Germany. Of late the Audi R8 supercar has also began to garner attention, with some of the best tuners displaying their version of the Audi R8 at various custom car shows, including Germany's own Essen Motor Show. Audi cars are also popular at the SEMA Show in Las Vegas, Nevada and at the Tokyo Auto Salon in Japan.

Below is our gallery of some of the best modified Audi cars from the different car shows...

Audi A3 Custom paint on a modified Audi A3 at the 2008 Essen Auto Show