Power

Hybrid power needed to lure new manufacturer

With automotive companies increasingly distancing themselves from internal combustion engines in favour of hybrid or fully-electric powertrains, NASCAR has found itself in a quandary over its use of V8 engines while trying to maintain relevance to potential new OEMs (original equipment manufacturers) entering the series.

Since Dodge withdrew from Cup at the end of the 2012 season, discussions with potential new manufacturers to join Chevrolet, Ford and Toyota have been commonplace, but such talks have not led to any company committing to enter the series. 

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“I would be surprised if a new OEM came in without some sort of electrification, and I am not talking about all electric, I am talking about a hybrid system,” Phelps explained ahead of this weekend’s season-opening Daytona 500. “It is obviously something we are exploring right now with our existing three OEMs. The question is what is it, and what is the

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2021 Cadillac Escalade Diesel First Drive Review: The Power of Choice

Cadillac Escalade Full Overview

Here’s the good news for full-size luxury SUV buyers: Not only does the 2021 Cadillac Escalade diesel drive nearly identically to the excellent, gasoline-chugging model, it also costs the exact same amount, is just as impressive inside, and gets notably better fuel economy. The bad news? Well, there isn’t any, unless you’re a hardcore V-8 partisan.

Added as part of the Escalade’s wholesale redesign for 2021, the diesel version lacks the gasoline model’s ferocious growl under full-bore acceleration, as well as its mid-range and top-end muscle during freeway-speed passing maneuvers. But the diesel delivers in virtually all other circumstances. In terms of output, here’s how they stack up: The gas V-8 churns out 420 horsepower and 460 lb-ft of torque, while the Duramax inline six-cylinder turbodiesel is rated for 277 hp and an equal 460 lb-ft.

Striking Similarities

After punching the diesel’s

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Basic Rebuilt Dodge 440 makes big power and torque

We all know the 440 big-block is the largest-displacement V-8 engine built by Chrysler, and when it comes to a combination of torque, power, and drivability, the 440 ranks as one of the best engines ever built. Instead of utilizing a high compression ratio or aggressive cam grind for its muscle, the 440 relies on sheer size, making great power from an idle with enough torque to get even the heaviest trucks and motorhomes moving quickly. And while the Mopar 440 does several things very well, we’ve always felt that with a few tweaks the engine was capable of well over the 375 horsepower rating it got from the factory. Even the highest-performing factory 440, the 390-horsepower Six-Pack (or Six-Barrel) version, had a relatively mild hydraulic flat-tappet camshaft and non-adjustable rocker arms, ensuring years of smooth, maintenance-free operation. Even better, 440s are still available in scrap yards, from core suppliers,

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Ram Power Wagon vs Ford Raptor Suspension

We live in a golden era of instant gratification, where every appliance is another appliance, and single-purpose products are benign and unsellable to the masses. Need proof? Your cell phone is a calculator, social media broadcast station, and gaming console, and there’s a chance—however ridiculous—that it gets texts from your refrigerator alerting you when to buy milk. So, too, do we demand this multitool functionality from our trucks. All but gone are the days of single-cab, long-bed haulers. Today’s off-road trucks are expected to do everything, be everything, and are constantly weighed and measured against the yardstick of Ford’s paradigm-shifting SVT Raptor.

Enter our 2019 Ram Power Wagon: a 7,000-pound, plush interior’d workhorse with Rubicon-grade 4×4 hardware, a farm-handy Warn winch, and the capacity to carry 1,510 pounds of whatever in the bed. It tows heavily, out-articulates any new truck on the market, and tucks 37-inch tires with nary a

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