Salsa De Piña

Still almost 30% cheaper than 2 hours to the north (factoring in the exchange rate.)

You can thank the great state of California for that. The breather wouldn't be legal. I'm sure if you talked to Risk in person, they'd give you a little wink.

Someone can (and most certainly will) correct me if I'm mistaken, but I believe those are there to locate and lift the frame during assembly.

What colour is the truck? A red truck will definitely show where it hasn't faded. Silver or white, maybe not.

The goal of AFM is to reduce pumping losses. Say that with me again: Pumping Losses. Cylinders are always trying to pull in as much air as possible and, except at wide open throttle, they are restricted by throttle plate. They want more air; the throttle says "No!" These are pumping losses. One of the reasons a diesel is more efficient: they throttle fuel, not air. Imagine we have a large V8 lumbering down the highway. It's not working very hard. The cylinders are trying to draw a lot of air in, but they're working against a mostly-closed throttle. This is manifold vacuum. Now imagine that we halve the size of the engine. We still need the same amount of power, but engine is much smaller. How do we do it? We allow more air into each cylinder so that each cylinder can create twice the power it was making before. We do that by opening the throttle. This reduces pumping losses. AFM effectively halves the size of the engine. Could we leave the valves open on the deactivated cylinders? Sure, but then each time air is pulled into or pushed out of one of the deactivated cylinders, we're going to experience pumping losses. So we keep the valves closed. The cylinders become air springs. Every time the air is compressed, it returns that energy on the expansion stroke. No pumping losses, only small friction and heat losses. All of that to say... The decompression system on a motorcycle is designed to reduce the compression in a cylinder to make it easier to turn over, either to save your leg or the flimsy little twig of metal that is the kick starter (or allows for a smaller starter motor.) It is not designed to save fuel. On motorcycles, they're inefficient fuel-wise because unburned fuel is pushed out the exhaust. If such a system is implemented with fuel cut off to the injector on our trucks, it would be inefficient because air would be needlessly pushed and pulled from the cylinder through the open exhaust valve: pumping losses.

This appears to be the most recent aerial from Google Earth, with a date stamp of March 6th, 2020.

Both the intake and exhaust valves are deactivated in AFM cylinders. This allows the cylinders to act as air springs. Unlike just cutting the fuel, this results in no pumping losses on these cylinders. There are only small friction losses. Pumping losses on the active cylinders are also reduced because the throttle is opened up a bit to compensate for the loss of displacement.

She just rolled over 125,000 km this past weekend.

I, too, have been using Kirkland in the Mrs.' 2.4 Ecotec (Verano.) No complaints. That car gets 5000 km OCIs because by then, I'm topping it up anyway.

I installed the new bypass valve in the middle of November. Since then, we've had temperatures from a little above freezing down to -35°C (-31°F.) The transmission warms up rather quickly to about 30°C (86°F,) then slowly climbs to about 60-65°C (140-150°F.) It has not gone past 69°C (156°F). At -30°C, it takes about a half-hour of stop-and-go city driving to get up to 60°C. Most of this has been with myself and about 300-400 lbs of payload in the truck. I have somehow managed to avoid driving out the the mother-in-law's house (about an hour outside of town) for the past two months, but I'll report back when I've got some cold highway driving.

Oooh! A flat-bottom steering wheel! Don't let the 9000 lb curb weight fool you: this thing's a racecar! I can't wait for all the discussions about cold electron intakes. Kidding aside, I like it.

Yup. There are two Engine and transfer case. I wouldn't plan on doing much skidding on either, though.

Whereas before, the engine was tuned for a flat 348 lb-ft torque plateau from 1,500 to 4,000 RPM (most likely for durability/reliability), the 2022 has a torque peak at 3,000 RPM. Max. horsepower still occurs at 5,600 RPM. All they did was remove the plateau and let the engine peak. Horsepower = Torque x RPM / 5252. I'm certain horsepower between 1,500 and 4,000 RPM has increased for 2022. It's just below peak horsepower, which occurs at higher RPM. If there's any complaint about the little engine that could, it's that it runs out of legs at higher RPM.

Avery, can you put your father on the line? We need to have a talk with him.

And yet many of us survived past the 80's.