Engineer’s view: Diesel engine’s ‘crack’ is a myth

The diesel engine is the world’s best-selling engine, and there’s no denying its power, durability, and reliability.

But its reliability has come under attack in recent years, thanks to an ongoing series of leaks and fires that have plagued diesel-powered cars since the 1970s.

In this new article, engineer James Ehrlichman and I take a look at what engineers and diesel enthusiasts know about the diesel engine and how it compares to gasoline engines.

Ehrleson and I examine diesel’s ability to run at low pressures and to withstand high temperatures, and we examine how the diesel’s performance has changed over time.

For the most part, diesel’s reputation is one of reliability, durability and reliability, not efficiency or fuel efficiency.

Erslichman’s article is a bit of a throwback to the ’80s, when the engine was still a novelty in engines and was often thought of as the first step in a more refined and fuel-efficient car.

But even back then, Ehrlschman said, it wasn’t a particularly great engine, at least for a time.

He explained that the first diesel engines were very small, and the second generation engines were bigger and heavier.

But the bigger and more powerful engines made up for it in performance, which meant that they could go faster and faster and more efficiently, while also being more fuel efficient.

And as the cars became bigger, the bigger the engine got, the faster the fuel efficiency got.

When Ehrler and I looked at the engines and their engines, we saw an important trend: the larger the engine, the less power the engine would have.

The bigger the fuel capacity, the more power the fuel consumption got.

And, the better the fuel economy, the slower the engines would get.

Ehringer and I didn’t want to be too simplistic here.

The engineers in the diesel industry aren’t all that impressed with the engines that they build.

But that doesn’t mean that they don’t think they’re good.

In fact, they have a lot to learn from diesel, and that’s what we’re going to focus on.

E.J. Ehschman: The best-known example of the diesel-engine comparison is the V6, a 2.5-liter V6 that debuted in the 1960s.

When I first started working on this article, I was surprised that the engine we were comparing to was not a larger, more powerful engine, but a smaller, less powerful engine.

But then, I started to see the bigger engines being used in cars, and they seemed to have a more positive effect on the cars’ driving dynamics, and on the overall vehicle performance.

It seemed to make sense.

The big engine is better at producing more power, and it produces more torque, so you’re able to get into a more aggressive corner.

So I decided to look at the big engines in the mid-1980s, which is when I started working at Ford, and see what they were doing.

The engine I was comparing the engines to is the 1.4-liter EcoBoost.

The first two years of its production were very promising, and so I started thinking about what I could do with it.

I figured, “Let’s see if we can make an engine that does this job, that’s better than the first two.”

And so I began designing it.

The way it works is you build an engine with a small cylinder block and a large bore, then you add a compressor to reduce the engine’s compression ratio, so that the air that goes through the piston can go directly through the cylinder.

You also add an engine housing and exhaust manifold, and then you mount the engine into the chassis.

You can also add a turbocharger to power the turbochargers.

This is a simple process, and once it’s done, you can have a big engine.

If you’re going for a big powerplant, you’ll have to have the turbocharged engines on the front, and you’ll need to use a turbocharged engine on the back.

That’s a lot of horsepower to put into the engine.

Ehlertman: If you put a turbo and an engine in a car, you’re probably not going to be able to drive it that well, so a diesel engine will do the job.

The biggest challenge for a diesel is that the turbo has to be very powerful.

When you have a turbo, you don’t have to worry about having to use the throttle as much.

So you don.t have to think about keeping the throttle open to do it.

And if you’re a driver, that means you don?t have the throttle to move when you need to.

Ehmlichman: And it’s easier to drive than gasoline engines, because you don to have to make all the little adjustments to the throttle.

The turbo also provides less energy than gasoline, so

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