dcfish

Please post pix of this project. This will help fellow LOC members in the future, Thanx What are you using to " smoke " the lens ?

Good to see you guys online! Yes, we are still very much alive. LexusPros LuxuryMods.com ← MrLexo, Lextricity here , How is everything going with the new site ? Good to see you around .:cheers: ← David, Good to see you online! We've been pretty busy setting up the new website and now it's officially launched, we'll be bringing in a whole line of new products. ← MrLexo, It is good to hear that your new site is officially up. I visit once in a while and it's looking great. I'm glad to see you on these forums = small world. Keep in touch.

Misunderstood your topic , My bad.

Want to know if your [ love ] for your lexus is as strong as when you first purchased or do you now wish that you bought a different model and why? Sometimes I have mixed feelings about mine , Should I have bought the GS400/430 or the LS400/430 ? instead of the GS300. Would like to hear your comments.

Beautiful ride, Very clean and distinct. AAA+++ B)

Good to see you guys online! Yes, we are still very much alive. LexusPros LuxuryMods.com ← MrLexo, Lextricity here , How is everything going with the new site ? Good to see you around .

P0100 MAF Malfunction P0101 MAF Circuit Range/Performance P0110 IAT Circuit Malfunction P0115 ECT Circuit Malfunction P0116 ECT Circuit Range/Performance P0120 TP Position Sensor/Switch ‘‘A’’ Circuit Malfunction P0121 TP Position Sensor/Switch ‘‘A’’ Circuit Range/Performance P0125 Insufficient Coolant Temperature For Closed Loop Fuel Control P0130 HO2S Circuit Malfunction, Bank 1 Sensor 1 P0133 HO2S Circuit Slow Response, Bank 1 Sensor 1 P0135 HO2S Heater Circuit Malfunction, Bank 1 Sensor 1 P0136 HO2S Circuit Malfunction, Bank 1 Sensor 2 P0141 HO2S Heater Circuit Malfunction, Bank 1 Sensor 2 P0150 HO2S Circuit Malfunction, Bank 2 Sensor 1 P0153 HO2S Circuit Slow Response, Bank 2 Sensor 1 P0155 HO2S Heater Circuit Malfunction, Bank 2 Sensor 1 P0156 HO2S Sensor Circuit Malfunction, Bank 2 Sensor 2 P0161 HO2S Heater Circuit Malfunction, Bank 2 Sensor 2 P0170 Fuel Trim Malfunction P0171 System Too Lean (Fuel Trim) P0172 System Too Rich (Fuel Trim) P0174 System Too Lean (A/F Lean Malfunction, Bank 2) P0175 System Too Rich (A/F Rich Malfunction, Bank 2) P0300 Random Misfire Detected P0301 Misfire Detected, Cylinder 1 P0302 Misfire Detected, Cylinder 2 P0303 Misfire Detected, Cylinder 3 P0304 Misfire Detected, Cylinder 4 P0305 Misfire Detected, Cylinder 5 P0306 Misfire Detected, Cylinder 6 P0307 Misfire Detected, Cylinder 7 P0308 Misfire Detected, Cylinder 8 P0325 KS 1 Circuit Malfunction P0330 KS 2 Circuit Malfunction P0335 CKP Sensor ‘‘A’’ Circuit Malfunction P0340 CMP Circuit Malfunction P0385 CKP Sensor ‘‘B’’ Circuit Malfunction P0401 EGR Insufficient Flow P0402 EGR Excessive Flow P0403 EGR Circuit Malfunction P0420 Catalyst System Efficiency Below Threshold Bank 1 P0430 Catalyst System Efficiency Below Threshold Bank 2 P0440 EVAP Emission Control System Malfunction P0441 EVAP Emission Control System Improper Purge Flow P0446 EVAP Emission Control System Vent Control Malfunction P0450 EVAP Emission Control System Pressure Switch Malfunction P0451 EVAP Control System Pressure Sensor Range/Performance P0500 VSS Malfunction P0505 Idle Control System Malfunction P0510 Closed TP Switch Malfunction P0550 Power Steering Pressure Sensor Circuit Malfunction P1100 BARO Sensor Circuit Malfunction P1120 Accelerator Pedal Position Sensor Circuit Malfunction P1121 Accelerator Pedal Position Sensor Range/Performance Problem P1125 Throttle Control Motor Circuit Malfunction P1126 Magnetic Clutch Circuit Malfunction P1127 ECTS Actuator Power Source Circuit Malfunction P1128 Throttle Control Motor Lock Malfunction P1129 Electronic Throttle Control System P1130 Air/Fuel Ratio Sensor Circuit Range/Performance Malfunction (Bank 1 Sensor 1) P1133 Air/Fuel Ratio Sensor Circuit Response Malfunction (Bank 1 Sensor 1) P1135 Air/Fuel Ratio Sensor Heater Circuit Malfunction (Bank 1 Sensor 1) P1150 Air/Fuel Ratio Sensor Circuit Range/Performance Malfunction (Bank 2 Sensor 1) P1153 Air/Fuel Ratio Sensor Circuit Response Malfunction (Bank 2 Sensor 1) P1155 Air/Fuel Ratio Sensor Heater Circuit Malfunction (Bank 1 Sensor 1) P1200 Fuel Pump Relay/ECU Circuit Malfunction P1300 Igniter Circuit Malfunction (Bank 1 Or No. 1) P1305 Igniter Circuit Malfunction, (Bank 2 Or No. 2) P1310 Igniter Circuit Malfunction (No. 3) P1315 Igniter Circuit Malfunction (No. 4) P1320 Igniter Circuit Malfunction (No. 5) P1325 Igniter Circuit Malfunction (No. 6) P1330 Igniter Circuit Malfunction (No. 7) P1335 CKP Sensor Circuit Malfunction During Engine Running P1340 Igniter Circuit Malfunction (No. 8) P1345 VVT Sensor Circuit Malfunction (Bank 1) P1346 VVT Sensor Rang/Performance Problem (Bank 1) P1349 VVT System Malfunction (Bank 1) P1350 VVT Sensor Circuit Malfunction (Bank 2) P1351 VVT Sensor Range/Performance Problem (Bank 2) P1354 VVT System Malfunction (Bank 2) P1400 Sub-TP Sensor Malfunction P1401 Sub-TP Sensor Range/Performance P1410 EGR Valve Position Sensor Circuit Malfunction P1411 EGR Valve Position Sensor Circuit Range/Performance Malfunction P1500 Starter Signal Circuit Malfunction P1520 Stop Lamp Switch Malfunction P1565 Cruise Control Main Switch Circuit Malfunction P1566 Cruise Control Main Switch Circuit Malfunction P1600 ECM BATT Malfunction P1605 Knock Control CPU Malfunction P1633 ECM Malfunction (ETCS Circuit) P1645 Body ECU Malfunction P1656 OCV Circuit Malfunction (Bank 1) P1663 OCV Circuit Malfunction (Bank 2) P1780 PNP Switch Malfunction B2785 Ignition Switch On Malfunction (Immobilizer System) B2786 Ignition Switch Off Malfunction (Immobilizer System) B2785 Ignition Switch On Malfunction (Immobilizer System) B2791 Key Unlock Warning Switch Malfunction (Immobilizer System) B2795 Unmatch Key Code (Immobilizer System) B2796 No Communication In Immobilizer System B2797 Communication Malfunction No. 1 (Immobilizer System) B2798 Communication Malfunction No. 2 (Immobilizer System) ← ← I beleive it to be your o2 sensors need replacing. Try searching o2 sensors?

proceed to throw ex friend out said moon roof. you may have some luck finding a good head liner from a junk yard, i mean recycler. ← Definetly bill the smoker, Or split it since you let them get in your car with a lit cig. Call a detailing shop and ask what they recomend. Good Luck and " NO SMOKING " PERIOD...

the bra is great for the highway, that's for sure. where did you get yours? sweet ride! ← http://www.colgancustom.com/

Why don't you make a internet search and make the decision yourself. Do your research and find a site that you are confident with. Good Luck.

Beautiful car to say the least, Thanx, Now I want one.

A 430 will not be any faster in fact theyre a little slower.Not trying to start a war just going on all the info Ive read. ← Information - GS430 Price: $--,--- Miles Per Gallon: 18/23 mpg Curb Weight: 3715 lbs Layout: Front-Engine/RWD Transmission: 5-Speed Auto Engine Type: V8 Displacement: 4293 cc Horsepower: 300 bhp @ 5600 rpm Torque: 325 lb-ft @ 3400 rpm Redline: 6350 rpm Performance 0-60 mph: 5.8 sec 0-100 mph: --.- sec Quarter Mile: 14.3 sec @ --.- mph Skidpad: .--g Top Speed: 149 mph Braking, 60-0 mph: --- ft Slalom Speed: --.- mph Same 0-60 time as a GS400

Leo shut down the site and has a new one up and running. www.luxurymods.com The new site doesn't have a forum. I used to Moderate/Administrate on the old site.

31 w/Michellin XGT V4's on my gs300 and 32 on my es300 w/ Michellin mx's.

P0100 MAF Malfunction P0101 MAF Circuit Range/Performance P0110 IAT Circuit Malfunction P0115 ECT Circuit Malfunction P0116 ECT Circuit Range/Performance P0120 TP Position Sensor/Switch ‘‘A’’ Circuit Malfunction P0121 TP Position Sensor/Switch ‘‘A’’ Circuit Range/Performance P0125 Insufficient Coolant Temperature For Closed Loop Fuel Control P0130 HO2S Circuit Malfunction, Bank 1 Sensor 1 P0133 HO2S Circuit Slow Response, Bank 1 Sensor 1 P0135 HO2S Heater Circuit Malfunction, Bank 1 Sensor 1 P0136 HO2S Circuit Malfunction, Bank 1 Sensor 2 P0141 HO2S Heater Circuit Malfunction, Bank 1 Sensor 2 P0150 HO2S Circuit Malfunction, Bank 2 Sensor 1 P0153 HO2S Circuit Slow Response, Bank 2 Sensor 1 P0155 HO2S Heater Circuit Malfunction, Bank 2 Sensor 1 P0156 HO2S Sensor Circuit Malfunction, Bank 2 Sensor 2 P0161 HO2S Heater Circuit Malfunction, Bank 2 Sensor 2 P0170 Fuel Trim Malfunction P0171 System Too Lean (Fuel Trim) P0172 System Too Rich (Fuel Trim) P0174 System Too Lean (A/F Lean Malfunction, Bank 2) P0175 System Too Rich (A/F Rich Malfunction, Bank 2) P0300 Random Misfire Detected P0301 Misfire Detected, Cylinder 1 P0302 Misfire Detected, Cylinder 2 P0303 Misfire Detected, Cylinder 3 P0304 Misfire Detected, Cylinder 4 P0305 Misfire Detected, Cylinder 5 P0306 Misfire Detected, Cylinder 6 P0307 Misfire Detected, Cylinder 7 P0308 Misfire Detected, Cylinder 8 P0325 KS 1 Circuit Malfunction P0330 KS 2 Circuit Malfunction P0335 CKP Sensor ‘‘A’’ Circuit Malfunction P0340 CMP Circuit Malfunction P0385 CKP Sensor ‘‘B’’ Circuit Malfunction P0401 EGR Insufficient Flow P0402 EGR Excessive Flow P0403 EGR Circuit Malfunction P0420 Catalyst System Efficiency Below Threshold Bank 1 P0430 Catalyst System Efficiency Below Threshold Bank 2 P0440 EVAP Emission Control System Malfunction P0441 EVAP Emission Control System Improper Purge Flow P0446 EVAP Emission Control System Vent Control Malfunction P0450 EVAP Emission Control System Pressure Switch Malfunction P0451 EVAP Control System Pressure Sensor Range/Performance P0500 VSS Malfunction P0505 Idle Control System Malfunction P0510 Closed TP Switch Malfunction P0550 Power Steering Pressure Sensor Circuit Malfunction P1100 BARO Sensor Circuit Malfunction P1120 Accelerator Pedal Position Sensor Circuit Malfunction P1121 Accelerator Pedal Position Sensor Range/Performance Problem P1125 Throttle Control Motor Circuit Malfunction P1126 Magnetic Clutch Circuit Malfunction P1127 ECTS Actuator Power Source Circuit Malfunction P1128 Throttle Control Motor Lock Malfunction P1129 Electronic Throttle Control System P1130 Air/Fuel Ratio Sensor Circuit Range/Performance Malfunction (Bank 1 Sensor 1) P1133 Air/Fuel Ratio Sensor Circuit Response Malfunction (Bank 1 Sensor 1) P1135 Air/Fuel Ratio Sensor Heater Circuit Malfunction (Bank 1 Sensor 1) P1150 Air/Fuel Ratio Sensor Circuit Range/Performance Malfunction (Bank 2 Sensor 1) P1153 Air/Fuel Ratio Sensor Circuit Response Malfunction (Bank 2 Sensor 1) P1155 Air/Fuel Ratio Sensor Heater Circuit Malfunction (Bank 1 Sensor 1) P1200 Fuel Pump Relay/ECU Circuit Malfunction P1300 Igniter Circuit Malfunction (Bank 1 Or No. 1) P1305 Igniter Circuit Malfunction, (Bank 2 Or No. 2) P1310 Igniter Circuit Malfunction (No. 3) P1315 Igniter Circuit Malfunction (No. 4) P1320 Igniter Circuit Malfunction (No. 5) P1325 Igniter Circuit Malfunction (No. 6) P1330 Igniter Circuit Malfunction (No. 7) P1335 CKP Sensor Circuit Malfunction During Engine Running P1340 Igniter Circuit Malfunction (No. 8) P1345 VVT Sensor Circuit Malfunction (Bank 1) P1346 VVT Sensor Rang/Performance Problem (Bank 1) P1349 VVT System Malfunction (Bank 1) P1350 VVT Sensor Circuit Malfunction (Bank 2) P1351 VVT Sensor Range/Performance Problem (Bank 2) P1354 VVT System Malfunction (Bank 2) P1400 Sub-TP Sensor Malfunction P1401 Sub-TP Sensor Range/Performance P1410 EGR Valve Position Sensor Circuit Malfunction P1411 EGR Valve Position Sensor Circuit Range/Performance Malfunction P1500 Starter Signal Circuit Malfunction P1520 Stop Lamp Switch Malfunction P1565 Cruise Control Main Switch Circuit Malfunction P1566 Cruise Control Main Switch Circuit Malfunction P1600 ECM BATT Malfunction P1605 Knock Control CPU Malfunction P1633 ECM Malfunction (ETCS Circuit) P1645 Body ECU Malfunction P1656 OCV Circuit Malfunction (Bank 1) P1663 OCV Circuit Malfunction (Bank 2) P1780 PNP Switch Malfunction B2785 Ignition Switch On Malfunction (Immobilizer System) B2786 Ignition Switch Off Malfunction (Immobilizer System) B2785 Ignition Switch On Malfunction (Immobilizer System) B2791 Key Unlock Warning Switch Malfunction (Immobilizer System) B2795 Unmatch Key Code (Immobilizer System) B2796 No Communication In Immobilizer System B2797 Communication Malfunction No. 1 (Immobilizer System) B2798 Communication Malfunction No. 2 (Immobilizer System)

That will be determined at time of inspection.

I was at officemax the other day and when I came out there was a 98 Q parked next to my GS with the owner sitting in it waiting for his wife. He commented on how nice my car looked and asked my opinion of LEXUS So I told him [ you know the story here ] He told me his next car was giong to be a LEXUS LS430 too many problems with the Q although he did say the dealer service was excellent. Good Luck with your choice.

lexus ls430, What's up with your sig.? Not very kind.

Nice car ! I am seriously considering never buying a blk car again. The pearl white is a great choice. Congrats on the new LEX.

Specifications - GS400 Base Price, USD 44,800 Engine Type dohc 90º V8 Powertrain Layout front engine/rwd Displacement, cc 3971 Horsepower@rpm 300@6000 Torque lb-ft@rpm 315@4000 Curb Weight, lb 3690 0-60 mph, sec 5.8 1/4 mile, sec@mph 14.3@98.9 600 ft slalom, mph 66.9 60-0 mph, ft 112 Top Speed, mph 150

12 RPM Signal 13 RPM Signal 14 Ignition Signal 15 Ignition Signal 16 Electronically Controlled Transmission Control Signal 17 CMP No. 1 18 CMP No. 2 21 Main O2S & Heater Signal 22 ECT Sensor Signal 24 IAT Sensor Signal 25 Air–Fuel Ratio Lean Malfunction 26 Air–Fuel Ratio Rich Malfunction 27 Sub O2S Signal 28 Main O2S 29 Sub O2S 31 & 32 Air Flow Meter Signal 35 HAC/Barometric Pressure Sensor Signal 41 TP Sensor Signal 42 VSS Signal 43 Starter Signal 47 Sub TP Sensor 48 Secondary Injection System Malfunction 51 Switch Condition Signal 52 KS Signal 53 Knock Control Signal 55 KS Signal 70 EGR System Malfunction 71 EGR System Malfunction 78 Fuel Pump Control

OEM is the way to go. Buy them at a discount lexus dealer.

A V6 is an internal combustion piston engine with six cylinders in a "V" configuration. It is the second most common engine configuration in modern cars after the straight-4; it shares with that engine a compactness very suited to the popular front wheel drive layout, and is becoming more popular as car weights increase. The first V6 was introduced by Lancia in 1950 with the Lancia Aurelia, other manufacturers took note and soon other V6 engines were in use. The design really took off after the 1962 introduction of the Buick Special. Though the model was not a spectacular success, it was the first mass-produced V6 engine. Vee angles A V6 is not a perfectly balanced engine and benefits from some counterbalancing and harmonic damping. The optimal angle to minimize vibrations in the V6 is 60°, and this is commonly used. The most common 60° V6s were built by Ford European subsidiaries : Essex V6, Cologne V6 and the more recent Duratec V6. The Alfa-Romeo V6 is also common. 90° V6 engines have also been produced, often to take advantage of production-line machinery set up for V8 engines (for which 90° is optimal). This option was first used by Maserati, a long time V8 manufacturer, with the Citroën SM V6 engine. Many American V6 engines are 90° for this reason, as is the PRV (Peugeot-Renault-Volvo) V6, based on a canceled V8 design. Narrow angle V6 engines are very compact but suffer from vibration. Lancia's 1924 engine was such a design; Lancia produced similar (but mostly V4) engines until the 1970s. More recently, Volkswagen have used such a design, known as the VR6. In this engine, both banks share the same cylinder head and are extremely close together (15°). Other notable V6 bank angles: The 54° GM/Opel V6, designed to be narrower than normal for use in small front wheel drive cars. The 65° Ferrari Dino V6 Odd and even firing Many V6 engines have been based on V8 designs. One characteristic of these engines is a notorious odd-firing behavior. Purpose-built V6 engines use one crankpin per cylinder for a smooth ignition 120° ignition pattern. In contrast, most V8 engines share a common crankpin between opposite cylinders in each bank. That is, the crankshaft has just four pins for eight cylinders, and a cylinder fires every 90° for smooth operation. V6 engines that are converted from V8 engines often have three shared crankpins arranged at 120° from each other, similar to a inline 3-cylinder with two pistons per crankpin. If the cylinder banks are arranged at 90° (as they commonly are in V8-derived V6s), this leads to a firing pattern with groups of two cylinders separated by 90° of rotation, and groups separated by 150° of rotation. An example is the Buick 231 odd-fire, which has a firing order 1-6-5-4-3-2. As the crankshaft is rotated through the 720° required for all cylinders to fire, the following events occur on 30° boundaries: 0° : Fire cylinder 1 30° : 60° : 90° : Fire cylinder 6 180°: 210°: 270°: 300°: Fire cylinder 5 330°: 360°: 390°: Fire cylinder 4 420°: 450°: 480°: 510°: Fire cylinder 3 540°: 570°: 600°: Fire cylinder 2 630°: 660°: 690°: 720°: Fire cylinder 1 (same as 0°) In 1977, General Motors introduced a unique "split-pin crankshaft" in the GM 3800 engine. Using a crankpin that is 'split' and offset by 30° of rotation results in smooth even firing. Such a 'split' crankpin is weaker than a straight one, but modern materials and manufacturing give a crankshaft that is quite strong enough. External link Understanding the odd-fire V6 (http://home.off-road.com/~merls_garage/oddfire.html) Racing use The V6 engine was introduced into racing by the Ferrari Dino V6. Alfredo Ferrari (nicknamed Dino), the only legitimate son of Enzo Ferrari, suggested to him the development of a 1.5 L DOHC V6 engine for F2 at the end of 1955. Soon afterwards, Alfredo fell ill, suffering from muscular dystrophy. While in hospital, he discussed technical details with the engineer Vittorio Jano. Dino would never see the engine; he died on 1956-06-30 at the age of 24. The Dino V6 underwent several evolutions, and—with an increased engine displacement—competed in the 2.5 L formula. Until the advent of wing cars, a wide 120° bank angle was appealing for racing engine designers as it permits a low center of gravity. It was even considered superior to the flat-6 in that it leaves more space under the engine for exhaust pipes; thus the crankshaft can be placed lower in the car. A further evolution of the Ferrari Dino built for new Formula One 1.5 liter regulations engines had this configuration. This engine saw a new evolution in 1966 when it was adapted to road use and produced by a Ferrari-Fiat joint-venture for the Fiat Dino and Dino 206 GT (this car was made by Ferrari but sold under the brand Dino). This new version was redesigned by Aurelio Lampredi initially as a 65° 2.0 L V6 with an aluminum block but was replaced in 1969 by a 2.4 L cast-iron block version (the Dino car was renamed the 246GT). The Fiat Dino and Dino 246GT were phased out in 1974, but 500 engines among the last built were delivered to Lancia, who used them for the Lancia Stratos which would became the most successful car in Rally racing history. Another influential V6 design was the Renault-Gordini CH1 V6, designed by François Castaing and Jean-Pierre Boudy, and introduced in 1973 in the Alpine-Renault A440. The CH1 was a 90° cast iron block V6, similar to the mass produced PRV engine in those two respects but otherwise dissimilar. It has been suggested that marketing purposes made the Renault-Gordini V6 adopt those characteristics of the PRV in the hope of associating the two in the public's mind. Despite such considerations, this engine won the European 2 L prototype championship in 1974 and several European Formula 2 titles. This engine was further developed in a tubocharged 2 liter version that competed in Sports car and finally won the 24 Hours of Le Mans in 1978 with a Renault-Alpine A 442 chassis. The capacity of this engine was reduced to 1.5 L to power the Formula One Renault RS01. Despite frequent breakdowns that resulted in the nickname of the 'Little Yellow Teapot', the 1.5 liter finally saw good results in 1979. Ferrari followed Renault in the turbo revolution by introducing a turbocharged derivative of the Dino design (a 1.5 L 120° V6) with the Ferrari 126. Both Renault and Ferrari failed in their attempt to win the Championship with V6 Turbo engine. The first turbocharged engine to win the championship was the Straight-4 BMW. They were followed by a new generation of Formula One engines the most successful of these being the TAG V6 (designed by Porsche) and the Honda V6. This new generation of engines were characterized by odd V angles (around 80°). The choice of these angles was mainly driven by aerodynamic consideration. Despite their unbalanced designs these engines were both quickly reliable and competitive; this is generally viewed as a consequence of the quick progress of CAD techniques in that era. THE INLINE 6 straight-6 The straight-6 (also inline 6, I-6, or I6) is an internal combustion engine with six cylinders aligned in a single row. The name slant-6 is sometimes used when the cylinders are at an angle from the vertical. Straight-6 engines have perfect primary and secondary balance and require no balance shaft. Usually a straight-6 was used for engine displacements between about 2.5 and 4 litres. Sometimes this configuration is used to make smaller engines which tend to be powerful and very smooth running, but also rather expensive to manufacture and physically longer than alternative layouts. The smallest production straight-6 was found in the 1927 Alfa Romeo 1500, displacing just 1.5 L. The largest was the Cummins B series turbodiesel at 5.9 L, available in Dodge Ram trucks since 1989. Straight-six engines were historically more common than V6's, mainly because the length of such engines was not such a concern in rear-drive vehicles but also because V6's (unlike the 90-degree V8) were somewhat difficult to make smooth-running. The widespread use of front-wheel-drive and transverse ("east-west") engine configurations in smaller cars saw that the shorter engine length of the V6 became highly desirable, and these days most six-cylinder engines are made in the V configuration. Many manufacturers build cars equipped with straight six engines. Manufacturers BMW and Volvo both produce multiple models with straight sixes and several automakers have isolated straight-six offering's, such as Suzuki's Verona and Ford's Falcon. Most of these cars are rear wheel drive, but both Volvo and Suzuki build cars equipped with front wheel drive and a transverse straight six. Although Mercedes used to build many straight sixes, it has recently given them up and now only engineers V6 engines. BMW, on the other hand, is one of the few remaining manufacturers to persist with the I-6 configuration, making petrol and turbo-diesel engines ranging from 2.0 to 3.2 litres in displacement (as of 2005). Toyota also uses straight sixes in some of their sportier cars and large displacement I-6 engines in their Prado off-road vehicles. As far as passenger vehicles are concerned, inline six engines might be making a comeback in some larger vehicle types such as trucks and SUVs. Straight 6 engines in the United States Engines of this type were popular before World War II in mid-range cars. Most manufacturers started building straight 6 engines when cars grew too large for the straight-4, although Ford went straight to the V8. After the war, larger cars required larger engines, and the straight-6 became the base engine model used on economy cars only. The vast majority of American cars during this period had V8s. The Chrysler Corporation had noteworthy slant six engines, used in the Plymouth Valiant and Dodge Dart models of the 1960s and 1970s. When cars began to get smaller again in the 1970s, the trend was towards the greater compactness enabled by the V6 layout, and straight 6 engines became rare in American cars except for trucks and vans. Jeeps were an exception to the rule, getting the AMC Straight 6 engine as the base engine option in 1972, and getting a high-performance 4.0 liter option in 1987. In 2001 General Motors introduced a new family of straight engines, the Atlas, for use in the newly-introduced Chevrolet TrailBlazer/GMC Envoy. The I-6 was chosen for development because of the desirable operating characteristics of its self balanced design. This engine is also to be used in the new Saab 9-7. In 1959 Saab had an experimental car with two transverse straight-3 engines bolted together—the Saab Monster. British straight-6 engines The straight 6 was the archetypal British engine for sports and luxury cars for many years. Rolls-Royce used straight-6 engines until changes in their design make the shorter V8 layout more suitable. Jaguar used them until, at Ford's insistence they adopted a V8. Aston Martin used a straight 6 for many years as well. Bristol produced a straight 6 until 1961, based on BMW plans, that was also used in many small manufacturers' cars. TVR also uses a straight 6 called Speed Six in some of their coupes and convertibles such as the Tuscan. Diesel straight-6 engines The inline 6 in diesel form with a much larger displacement is commonly used for various industrial applications. These range from various types of heavy equipment to power generation. As with everyday passenger vehicles, the smooth running characteristics of the I-6 engine is what makes it desirable for industrial use. In addition, an I-6 engine is mechanically simpler than a V6 or V8. It has only one cylinder head and half as many camshafts as a V engine. See also: straight engine You should get the picture now. ;)

Not another one.

I just put front pads on today. OEM #04465-22312 I can definetly feel the diference. Very quiet, This is my second set I put on. First set was 40,000 mi. ago.