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Каминная вытяжка Kaiser AT 8409 FW

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On 02.01.2019



Каминная вытяжка Kaiser AT 8409 FW

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Вытяжка kaiser at 9407 n fw Эта стильная и вытяжка оснащена индикатором очистки и таймером. Передняя панель kaiser at n fw изготовлена из закаленного стекла.

Каминная вытяжка Kaiser AT 8409 FW

Кухонная вытяжка Kaiser AT 8409 FW, быстрая доставка по Киеву купить в Украине Кухонная вытяжка Kaiser AT 8409 FW по лучшей цене гарантия от производителя, рассрочка Palladium.ua ☎ 0 (800) 211-233 When the Kaiser-Frazer brand was launched before an eager public in 1947, the entire line of Kaiser and Frazer autos were all powered by the same 226 CID six, a rugged flathead that was largely based on the venerable Continental Red Seal powerplant.
This basic engine продолжение здесь everything from boats to forklifts.
Sporting 100 hp at 3600 rpm and eventually tweaked to 115 hp in standard form, the engine was already old-fashioned, though was good enough for the car-hungry shoppers of 1947.
But by 1949, new overhead-valve, high-compression V8s were by Oldsmobile and and Chrysler and Studebaker would soon follow with their own advanced V8s for 1951.
Kaiser-Frazer was quickly falling behind.
The lower end of the K-F V8 was quite conventional but sound and robust, with a deeply skirted cast-ironfive main bearings, and a fully counterweighted crankshaft.
A link-belt silent chain drives the camshaft at the front, while the oil pump and distributor, not shown are driven from the rear of the camshaft.
The top portion of the cylinder case is equally stout, with decks comprehensively tied together at the valve lifter chest and 13 cylinder head fasteners per bank.
A generous
нажмите чтобы прочитать больше passage runs down the center of the block between the lifter bores.
Note the cam lobe sequence front to rear.
Valvetrain lash adjusters are on the pushrod ends of the rocker arms in typical period fashion.
Possibly the most intriguing aspect of the K-F V8 is the intake port design: The runners are round, symmetrical, and downright tiny in cross-section.
While the intake ports are symmetrical, the exhausts are siamesed at the two center ports, a common feature in the first generation of American overhead-valve V8s.
While the Kaiser-Frazer V8 at least reached the running prototype stage, as these photos show, the engine was never greenlighted for production.
Instead, the company chose to direct its modest product development budget to the Henry J, a new compact car based on a prototype by American Metal Products, a Detroit auto parts manufacturer.
Meanwhile, without a modern OHV V8, sales of the full-size Kaiser models also suffered.
The addition of a McCulloch supercharger on the tired old L-head six increased output to a claimed 140 hp, but did nothing to boost flagging sales.
Historians often point to the decision to drop the V8 and produce the Henry J as a key factor in the ultimate failure of Kaiser-Frazer.
That might miss the point: A properly organized and financed auto manufacturer should have had the resources to do both.
K-F never really had clout to compete head-on with the big Detroit automakers.
With its upright valve covers, the K-F 288 V8 has a superficial resemblance to the first-generation Buick Nailhead V8, but inside they are nothing alike.
As a design, the Kaiser-Frazer V8 pretty much stands alone.
In Motor City car lore, from here the story goes that when the Kaiser-Frazer V8 project folded, engineer Dave Potter was quickly grabbed up by American Motors and the stillborn K-F V8 became the first-generation AMC V8.
Well worth mentioning here: Assisting Potter at AMC was British engineer Len Bailey, who later played a key на этой странице in the Ford GT program.
We can see here that Potter went in a whole new direction on the AMC V8.
Know-how is one thing, but knowing how not to do it can be equally valuable.
Thanks for once again guiding us on a trip into the unknown!
Had heard rumors of, but certainly had not seen photos of, a Kaiser />Cross flow head was another feature of this six.
The independents had so much more to contend with than just producing reliable transportation, if they wanted to compete with the big boys.
Hardtops were another area in which even Ford had to play catch up.
V8 released for the 1955 model year.
Unfortunately, they are both now deceased.
I began my GM career at Chevrolet Engineering in 1952 but left after four months as I enlisted in the USAF.
I returned after my four year enlistment but missed being involved in the design of the 1955 Chevrolet Smallblock V8.
If memory serves me correctly, Smoky Eunich sp?
I saw the souvenir booklet that Russ Hunter received for his part in the design.
Please do your homework.
When Mr Potter left K-F and went to Nash Motors, taking the work with him, he found that the design had additional problems with it which required going back to square one and re-doing the whole thing.
This is recounted in the Society of Automotive Engineers SAE paper which was in AUTOMOTIVE INDUSTRIES magazine in slightly condensed form.
Read the actual SAE document for more info on this.
Government restrictions imposed during the last 4 months of 1950 we were the arsenal for UN forces in the War prevented expansion for civilian goods.
I have the SAE paper in question 570016 in front of me.
There is no mention of the K-F V8 there as you seem to imply?
Beyond that, why so rude?
With the new 1951 design of Kaiser full size autos….
That body design is attractive still, in our decades later design of autos.
Of course it would have been required to be updated to new safety regulations, designs, etc.
My family had a KF back in the 1950s, and stepfather ran back and forth L.
Cool look to it though.
The vh8-288 shown in the pictures is not the last version Kaiser designed and prototyped, the vh8-327 of 1953 was the last version.

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