2009 Bentley Continental GTC | Houston, TX | Texas Elite Exotics

Total Page:16

File Type:pdf, Size:1020Kb

2009 Bentley Continental GTC | Houston, TX | Texas Elite Exotics texaseliteexotics.com Texas Elite 2816829826 Exotics 100 Northpark Central Dr. Houston, TX 77073 2009 Bentley Continental GTC View this car on our website at texaseliteexotics.com/6890997/ebrochure Our Price $79,995 Specifications: Year: 2009 VIN: SCBDR33W49C061164 Make: Bentley Model/Trim: Continental GTC Condition: Pre-Owned Body: Convertible Exterior: Granite Engine: 6.0L DOHC 48-valve EFI twin- turbocharged W12 engine w/variable valve timing Interior: Beluga Leather Mileage: 40,637 Drivetrain: All Wheel Drive Economy: City 10 / Highway 17 2009 Bentley Continental GTC Texas Elite Exotics - 2816829826 - View this car on our website at texaseliteexotics.com/6890997/ebrochure Our Location : 2009 Bentley Continental GTC Texas Elite Exotics - 2816829826 - View this car on our website at texaseliteexotics.com/6890997/ebrochure Installed Options Interior - Pwr tilt steering wheel w/cruise control- Pwr windows - Rear bucket seats w/center armrest, trunk pass through - Stainless steel surfaced foot pedals & driver foot rest - Steering column mounted gear shift paddles- Tire pressure monitoring system - Multi-zone auto climate control - Leather 14-position pwr front bucket seats w/memory, adjustable heating & lumbar - Leather & chrome gear shift knob- Keyless entry & ignition w/engine start/stop button - Genuine burr walnut veneer trim - Full rear center console w/storage & rear HVAC controls - Electronic parking brake - Electrochromic rearview mirror- DVD based navigation- Cruise control - 4-spoke monotone leather trimmed steering wheel Exterior - Space saver spare tire- Rain-sensing windshield wipers - Pwr latching driver & passenger doors- P285/45R19 tires- LED tail-lights - Fully automated electro-hydraulic fabric roof w/leather tonneau cover - Color-keyed pwr folding heated electrochromic mirrors w/memory - Bright chrome matrix grille- Bi-xenon headlights w/integrated washer jets - 19" x 9" 5-spoke painted alloy sports wheels Safety - Pwr tilt steering wheel w/cruise control- Pwr windows - Rear bucket seats w/center armrest, trunk pass through - Stainless steel surfaced foot pedals & driver foot rest - Steering column mounted gear shift paddles- Tire pressure monitoring system - Multi-zone auto climate control - Leather 14-position pwr front bucket seats w/memory, adjustable heating & lumbar - Leather & chrome gear shift knob- Keyless entry & ignition w/engine start/stop button - Genuine burr walnut veneer trim - Full rear center console w/storage & rear HVAC controls - Electronic parking brake - Electrochromic rearview mirror- DVD based navigation- Cruise control - 4-spoke monotone leather trimmed steering wheel Mechanical - 6-speed automatic transmission w/semi-manual mode - 6.0L DOHC 48-valve EFI twin-turbocharged W12 engine w/variable valve timing - All-wheel drive- Electronic differential lock- Front & rear floating calliper disc brakes - Front & rear independent air suspension- Pwr steering - Twin stainless steel oval tail pipes Texas Elite Exotics texaseliteexotics.com 2816829826 100 Northpark Central Dr. Houston, TX 77073 © 2021 AutoRevo - All rights reserved. - Powered by AutoRevo.
Recommended publications
  • Methods for Heat Analysis and Temperature Field Analysis of the Insulated Diesel
    DOE/NASA/0342-1 NASA CR-174783 19950008390 Methods for Heat Analysis and Temperature Field Analysis of the Insulated Diesel Phase I Progress Report Thomas Morel, Paul N. Blumberg, Edward F. Fort, and Rifat Keribar Integral Technologies Incorporated August 1984 Prepared for NATIONAL AERONAUTICSAND SPACEADMIN ISTRATION Lewis Research Center Under Grant DEN 3-342 1[__ _SPf for ! _i _,:_<,:x._ U.S. DEPARTMENT OF ENERGY L&NGLEY RESEARCHCENTER: Conservationand RenewableEnergy LIBRARYN. ASA Office of Vehicle and Engine R&D .AM__TO_".V,RG,_,_ DISCLAIMER This report was prepared as an account of work sponsored by an agency of the United States Government. Neither the United States Government nor any agency thereof, nor any of their employees, makes any warranty, express or implied, or assumes any legal liability or responsibility for the accuracy, completeness, or usefulness of any information, apparatus, product, or process disclosed, or represents that its use would not infringe privately owned rights. Reference herein to any specific commercial product, process, or service by trade name, trademark, manufacturer, or otherwise, does not necessarily constitute or imply its endorsement, recommendation, or favoring by the United States Government or any agency thereof. The views and opinions of authors expressed herein do not necessarily state or reflect those of the United States Government or any agency thereof. Printed in the United States of America Available from National Technical Information Service U.S. Department of Commerce 5285 Port Royal Road Springfield, VA 22161 NTIS price codes1 Printed copy: A12 Microfiche copy: A01 1Codes are used for pricing all publications.
    [Show full text]
  • Miniature Free-Piston Homogeneous Charge Compression Ignition Engine
    Chemical Engineering Science 57 (2002) 4161–4171 www.elsevier.com/locate/ces Miniature free-piston homogeneous charge compression ignition engine-compressor concept—Part I: performance estimation and design considerations unique to small dimensions H. T. Aichlmayr, D. B. Kittelson, M. R. Zachariah ∗ Departments of Mechanical Engineering and Chemistry, The University of Minnesota, 111 Church St. SE, Minneapolis, MN 55455, USA Received 18 September 2001; received in revised form 7 February 2002; accepted 18 April 2002 Abstract Research and development activities pertaining to the development of a 10 W, homogeneous charge compression ignition free-piston engine-compressor are presented. Emphasis is placed upon the miniature engine concept and design rationale. Also, a crankcase-scavenged, two-stroke engine performance estimation method (slider-crank piston motion) is developed and used to explore the in;uence of engine operating conditions and geometric parameters on power density and establish plausible design conditions. The minimization of small-scale e=ects such as enhanced heat transfer, is also explored. ? 2002 Published by Elsevier Science Ltd. Keywords: Two-stroke engine; Free-piston engine; Homogeneous charge compression ignition; Microchemical; Performance estimation; Micro-power generation 1. Introduction exist: Enhance batteries or develop miniature energy conver- sion devices. Only modest gains may be expected from the This paper is the ÿrst in a two-part series that presents re- former, consequently the latter is being vigorously pursued sults of recent small-scale engine research and development (Peterson, 2001). In particular, miniature engine-generators e=orts conducted at the University of Minnesota. Speciÿ- (Epstein et al., 1997; Yang et al. 1999; Allen et al., 2001; cally, it introduces the miniature free-piston homogeneous Fernandez-Pello, Liepmann, & Pisano, 2001) are considered charge compression ignition (HCCI) engine-compressor especially promising.
    [Show full text]
  • Engineering Fundamentals of the Internal Combustion Engine
    Engineering Fundamentals of the Internal Combustion Engine . I Willard W. Pulkrabek University of Wisconsin-· .. Platteville vi Contents 2-3 Mean Effective Pressure, 49 2-4 Torque and Power, 50 2-5 Dynamometers, 53 2-6 Air-Fuel Ratio and Fuel-Air Ratio, 55 2-7 Specific Fuel Consumption, 56 2-8 Engine Efficiencies, 59 2-9 Volumetric Efficiency, 60 , 2-10 Emissions, 62 2-11 Noise Abatement, 62 2-12 Conclusions-Working Equations, 63 Problems, 65 Design Problems, 67 3 ENGINE CYCLES 68 3-1 Air-Standard Cycles, 68 3-2 Otto Cycle, 72 3-3 Real Air-Fuel Engine Cycles, 81 3-4 SI Engine Cycle at Part Throttle, 83 3-5 Exhaust Process, 86 3-6 Diesel Cycle, 91 3-7 Dual Cycle, 94 3-8 Comparison of Otto, Diesel, and Dual Cycles, 97 3-9 Miller Cycle, 103 3-10 Comparison of Miller Cycle and Otto Cycle, 108 3-11 Two-Stroke Cycles, 109 3-12 Stirling Cycle, 111 3-13 Lenoir Cycle, 113 3-14 Summary, 115 Problems, 116 Design Problems, 120 4 THERMOCHEMISTRY AND FUELS 121 4-1 Thermochemistry, 121 4-2 Hydrocarbon Fuels-Gasoline, 131 4-3 Some Common Hydrocarbon Components, 134 4-4 Self-Ignition and Octane Number, 139 4-5 Diesel Fuel, 148 4-6 Alternate Fuels, 150 4-7 Conclusions, 162 Problems, 162 Design Problems, 165 Contents vii 5 AIR AND FUEL INDUCTION 166 5-1 Intake Manifold, 166 5-2 Volumetric Efficiency of SI Engines, 168 5-3 Intake Valves, 173 5-4 Fuel Injectors, 178 5-5 Carburetors, 181 5-6 Supercharging and Turbocharging, 190 5-7 Stratified Charge Engines and Dual Fuel Engines, 195 5-8 Intake for Two-Stroke Cycle Engines, 196 5-9 Intake for CI Engines, 199
    [Show full text]
  • Crankpin Bearings in High Output Aircraft Piston Engines the Evolution of Their Design and Loading by Robert J
    Crankpin Bearings in High Output Aircraft Piston Engines The Evolution of their Design and Loading by Robert J. Raymond July 2015 Abstract powered truck. There you will invariably find a 6-cylinder, 4-stroke cycle, open chamber, turbocharged, aftercooled The development of the crankpin bearing in high output engine with electronically controlled fuel injection. Gone are aircraft piston engines is traced over the period 1915-1950 in the two-stroke cycle, divided combustion chambers, and the a large number of liquid and air cooled engines of both many variants of mechanical injection systems found in American and European origin. The changes in bearing truck engines of the past. dimensions are characterized as dimensionless ratios and At the end of the large piston engine era there was still a the resulting changes in the associated weights of rotating broad spectrum of engine configurations being produced and reciprocating parts as weight densities at the crankpin. and actively developed. Along with the major division Bearing materials and developments are presented to indi- between liquid and air-cooled engines there was a turbo- cate how they accommodated increasing bearing loads. compounded engine, a four-row air-cooled radial engine, Bearing loads are characterized by maximum unit bearing engines with poppet valves and engines with sleeve valves, pressure and minimum oil film thickness and plotted as a all in production. There were also a two-stroke turbo-com- function of time. Most of the data was obtained from the lit- pounded Diesel engine, a 2-stroke spark ignition sleeve erature but some results were calculated by the author.
    [Show full text]
  • Heat Engine Driven by Shape Memory Alloys: Prototyping and Design
    Heat Engine Driven by Shape Memory Alloys: Prototyping and Design Ean H. Schiller Thesis submitted to the Faculty of Virginia Polytechnic Institute and State University in partial fulfillment of the requirements for a degree of Master of Science in Mechanical Engineering Dr. Charles Reinholtz, Chairman Dr. Harry Robertshaw Dr. Donald J. Leo September 19, 2002 Blacksburg, VA Keywords: shape memory alloy, SMA, Nitinol, heat engine Copyright 2002, Ean Schiller Heat Engine Driven by Shape Memory Alloys: Prototyping and Design Ean H. Schiller (ABSTRACT) This work presents a novel approach to arranging shape memory alloy (SMA) wires into a functional heat engine. Significant contributions include the design itself, a preliminary analytical model and the realization of a research prototype; thereby, laying a foundation from which to base refinements and seek practical applications. Shape memory alloys are metallic materials that, if deformed when cold, can forcefully recover their original, "memorized" shapes, when heated. The proposed engine consists of a set of SMA wires stretched between two crankshafts, synchronized to rotate in the same direction. Cranks on the first crankshaft are slightly longer than cranks on the second. During operation, the engine is positioned between two distinct thermal reservoirs such that half of its wires are heated while the other half are cooled. Wires on the hot side attempt to contract, driving the engine in the direction that relieves the heat-induced stress. Wires on the cold side soften and stretch as the engine rotates. Because the force generated during heated recovery exceeds that required for cooled deformation, the engine is capable of generating shaft power.
    [Show full text]
  • The W Engine Concept
    Service. Self-Study Programme 248 The W Engine Concept Design and Function Introduction The constantly rising demands regarding The W engines set exacting demands on design. performance, running comfort and fuel economy Large numbers of cylinders were adapted to the have led to the advancement of existing drive extremely compact dimensions of the engine. units and the development of new drive units. In the process, more attention was paid to lightweight design. The new W8 as well as the W12 engine by This Self-Study Programme will familiarise you VOLKSWAGEN are representatives of a new with the engine mechanicals of the W engine engine generation - the W engines. family. S248_101 New Important Note This Self-Study Programme explains the design Please always refer to the relevant Service Literature for cur- and function of new developments. rent inspection, adjustment and repair instructions. The contents will not be updated! 2 At a glance Introduction . .4 Engine mechanicals . 10 Specifications . 10 The crankshaft drive . .14 The engine in detail . 15 The chain drive . 28 The camshaft timing control . 29 The belt drive . 32 The oil circuit . 34 The coolant circuit . 42 The air supply . 46 The exhaust system . 50 Service . .52 Sealing concept . 52 Engine timing overview. 54 Special tools . 56 3 Introduction W engines - what does the W stand for? With the aim of building even more compact When the W engine is viewed from the front, the units with a large number of cylinders, the design cylinder arrangement looks like a double-V. features of the V and VR engines were combined Put the two Vs of the right and left cylinder banks to produce the W engines.
    [Show full text]
  • Internal Combustion Engine T Alrayyes Internal Combustion Engine
    Internal combustion Engine T Alrayyes Internal Combustion Engine Total Credits 3 credits Course Type Optional Name of Instructor Dr. Taleb BakrAlrayyes Email:[email protected] Text Book Pulkrabek, Willard W. Engineering Fundamentals of the Internal Combustion Engine , Prentice Hall Topics covered • Operating characteristics • Engine Standard and real Cycles • Thermochemistry and fuel • Intake and exhaust • Combustion • Emissions and air pollusion • Heat transfer in Engines Engine main strokes Early history • Huygens (1673) developed piston mechanism, Papin (1695) first to use steam in piston mechaanism • Lenoir Engine (1860): driving the piston by the expansion of burning products - first practical engine, 0.5 HP later 4.5 kW engines with mech efficiency up to 5%. several hundred of these engine • Otto-Langen Engine (1867), Mechanical Efficiency 11%. • Otto was given credit for the first built 4 stroke internal combustion Engine • 1880s the internal combustion engine first appeared. • Also in this decade the two-stroke cycle engine became practical and was manufactured in large numbers. • Diesel Engine 1892: noisy, large, single cylinder. • 1920s multicylinder engines where introduced • Daimler/Maybach (1882) Incorporated IC engine in automobile Single cylinder Otto Engine Engine parts Valves: Minimum Two Valves pre Cylinder • Exhaust Valve lets the exhaust gases escape the combustion Chamber. (Diameter is smaller then Intake valve) • Intake Valve lets the air or air fuel mixture to enter the combustion chamber. (Diameter is larger
    [Show full text]
  • Overview of Automotive Engine Friction and Reduction Trends– Effects of Surface, Material, and Lubricant-Additive Technologies
    Friction 4(1): 1–28 (2016) ISSN 2223-7690 DOI 10.1007/s40544-016-0107-9 CN 10-1237/TH REVIEW ARTICLE Overview of automotive engine friction and reduction trends– Effects of surface, material, and lubricant-additive technologies Victor W. WONG1,*, Simon C. TUNG2,* 1 Massachusetts Institute of Technology, Cambridge, MA 02139, USA 2 Vanderbilt Chemicals LLC, Norwalk, CT 06856, USA Received: 06 January 2016 / Revised: 26 February2016 / Accepted: 29 February 2016 © The author(s) 2016. This article is published with open access at Springerlink.com Abstract: The increasing global environmental awareness, evidenced by recent worldwide calls for control of climate change and greenhouse emissions, has placed significant new technical mandates for automotives to improve engine efficiency, which is directly related to the production of carbon dioxide, a major greenhouse gas. Reduction of parasitic losses of the vehicle, powertrain and the engine systems is a key component of energy conservation. For engine efficiency improvement, various approaches include improvements in advanced com- bustion systems, component system design and handling—such as down-sizing, boosting, and electrification—as well as waste heat recovery systems etc. Among these approaches, engine friction reduction is a key and relatively cost-effective approach, which has been receiving significant attention from tribologists and lubricant-lubrication engineers alike. In this paper, the fundamentals of friction specific to the environments of engine components tribology are reviewed,
    [Show full text]
  • Design and Analysis of Ic Engine Enginevalves Using Ansys
    DESIGN AND ANALYSIS OF IC ENGINE ENGINEVALVES USING ANSYS 1DUDEKULA HUSSAIN BASHA, 2B.V.AMARNATH REDDY, 3P.HUSSAIN, 4Dr.P.MALLIKARJUNA REDDY 1M.Tech Student, 2Assistant Professor, 3Associate Professor, 4Professor DEPARTMENT OF MECHANICAL ENGINEERING SVR Engineering College, Nandyal ABSTRACT valve that operates without premature failure. In order to develop an exhaust valve with high Exhaust valves with better material strength can thermal and structural strength, experimental provide significant benefits in cost reduction while investigations are often costly and time consuming, also reducing its weight. affecting manufacturing time as well as time-to- Several material studies show that Magnesium market. An alternative approach is to utilize alloy and Nimonic105A are some of the best computational methods such as Finite Element suitable materials for exhaust valves. Modifying Analysis, which provides greater insights on the exhaust valve by varying its position size and temperature distribution across the valve geometry shape and with particular thermal and structural as well as possible deformation due to structural considerations, helps in increasing the rate of heat and thermal stresses. This method significantly transfer from the seat portion of the exhaust valve, shortens the design cycle by reducing the number thereby reducing the possibility of knocking. of physical tests required. Utilizing the Utilizing finite element analysis, exhaust valve computational capability, this research aims to design can be optimized without affecting its identify possible design optimization of the exhaust thermal and structural strength. valve for material and weight reduction, without A study is carried out on exhaust valve affecting the thermal and structural strength.In this with and without air cavity using finite element project we are using single metallic and bi-metallic approach.
    [Show full text]
  • 2008 Lexus ES 350 | Tujunga, CA | VS Auto Guys
    vsautoguy.com VS Auto Guys 2132580007 7514 foothill Blvd Tujunga, CA 91042 2008 Lexus ES 350 View this car on our website at vsautoguy.com/6909029/ebrochure Our Price $7,450 Specifications: Year: 2008 VIN: JTHBJ46G882186824 Make: Lexus Model/Trim: ES 350 Condition: Pre-Owned Body: Sedan Exterior: Smoky Granite Mica Engine: 3.5L DOHC SFI 24-valve V6 engine-inc: dual variable valve timing w/intelligence (VVT-i) Interior: Gray Mileage: 109,285 Drivetrain: Front Wheel Drive Economy: City 19 / Highway 27 2008 Lexus ES 350 VS Auto Guys - 2132580007 - View this car on our website at vsautoguy.com/6909029/ebrochure Our Location : 2008 Lexus ES 350 VS Auto Guys - 2132580007 - View this car on our website at vsautoguy.com/6909029/ebrochure Installed Options Interior - Front/rear assist grips- HD rear window defogger w/auto-off timer - HomeLink universal transceiver- Illuminated remote releases-inc: fuel filler door, trunk - Illuminated visor vanity mirrors- In-glass antenna w/FM diversity system - Interior lighting-inc: (2) personal lamps, illuminated entry, front/rear LED spot-lamps - Metal & leather-trimmed shift knob - Multi-information display-inc: driving range, average fuel consumption, average speed, current fuel consumption, vehicle diagnosis info, outside temp gauge - Optitron gauges-inc: speedometer, tachometer, fuel, coolant temp, odometer w/digital twin trip odometers - Pwr door locks w/anti-lockout- Pwr windows w/1-touch up/down feature - Rear pass-through bench seat w/adjustable headrests - Retained accessory pwr for windows & moonroof-
    [Show full text]
  • Development of a Small Scale Resonant Engine for Micro
    DEVELOPMENT OF A SMALL SCALE RESONANT ENGINE FOR MICRO AND MESOSCALE APPLICATIONS By SINDHU PREETHAM BURUGUPALLY A dissertation submitted in partial fulfillment of the requirements for the degree of DOCTOR OF PHILOSOPHY WASHINGTON STATE UNIVERSITY School of Mechanical and Materials Engineering AUGUST 2014 To the Faculty of Washington State University: The members of the Committee appointed to examine the dissertation of SINDHU PREETHAM BURUGUPALLY find it satisfactory and recommend that it be accepted. ____________________________________ Cecilia D. Richards, Ph.D., Chair ____________________________________ Michael J. Anderson, Ph.D. ____________________________________ Robert F. Richards, Ph.D. ____________________________________ Konstantin Matveev, Ph.D. ii ACKNOWLEDGEMENT First and foremost, I would to thank my doctoral advisor Dr. Cecilia Richards who gave me the opportunity to work on the MEMS/mesoscale engine project. She has been a great mentor who supported and helped me succeed at both personal and professional levels. Without her guidance and motivation, I wouldn’t have had carried such a successful doctoral study. I am grateful to Dr. Michael Anderson who formally introduced me to the art of mathematical modeling. He was always approachable and helped me understand the concepts related to system dynamics. His inputs were valuable. I would like to express my gratitude to Dr. Robert Richards and Dr. Konstantin Matveev who agreed to be on my committee despite their busy schedules. Their comments helped me improve this dissertation. My special thanks go to my Pullman friends who made my stay pleasant. Finally, I would like to thank my wife Bhavana Palakurthi, my parents Teleshwaraiah and Sarala, and all other family members for their love and constant support.
    [Show full text]
  • Rajalakshmi Engineering College, Thandalam
    LIFT, POSTITION, NUMBER, MAINTENANCE AND ALTERNATIVES OF CAMSHAFT LIFT The camshaft "lift" is the resultant net rise of the valve from its seat. The further the valve rises from its seat the more airflow can be realised, which is generally more beneficial. Greater lift has some limitations. Firstly, the lift is limited by the increased proximity of the valve head to the piston crown and secondly greater effort is required to move the valve's springs to higher state of compression. Increased lift can also be limited by lobe clearance in the cylinder head construction, so higher lobes may not necessarily clear the framework of the cylinder head casing. Higher valve lift can have the same effect as increased duration where valve overlap is less desirable. Higher lift allows accurate timing of airflow; although even by allowing a larger volume of air to pass in the relatively larger opening, the brevity of the typical duration with a higher lift cam results in less airflow than with a cam with lower lift but more duration, all else being equal. On forced induction motors this higher lift could yield better results than longer duration, particularly on the intake side. Notably though, higher lift has more potential problems than increased duration, in particular as valve train rpm rises which can result in more inefficient running or loss or torque. Cams that have too high a resultant valve lift, and at high rpm, can result in what is called "valve bounce", where the valve spring tension is insufficient to keep the valve following the cam at its apex.
    [Show full text]