Abstract: A boot includes an annular body that defines a thru-bore with a thru-bore diameter, and a bore axis. The boot further defines an overall axial length, an exterior, a first axial end, a second axial end, and an aperture that radially extends from the thru-bore to the exterior.

Abstract: An engine component comprises one or more thermal barrier coatings applied to one or more areas of the engine component. The thermal barrier coatings reduce the temperature rate of change of the areas to which the thermal barrier coating is applied. Reducing the temperature rate of change can help reduce lattice structure damage caused by different temperatures in different areas of the engine component. The thermal barrier coating can be applied as a monolithic layer on a surface of the engine component or can be applied in different areas using patterns. The patterns allow for the tuning of the performance characteristics (temperature rate of change) of the areas of the engine component and can help reduce defect propagation, such as cracks, in the thermal barrier coating from one area of the thermal barrier coating to other areas of the thermal barrier coating.

Abstract: A boot includes an annular body that defines a thru-bore with a thru-bore diameter, and a bore axis. The boot further defines an overall axial length, an exterior, a first axial end, a second axial end, and an aperture that radially extends from the thru-bore to the exterior.

Abstract: An engine component comprises one or more thermal barrier coatings applied to one or more areas of the engine component. The thermal barrier coatings reduce the temperature rate of change of the areas to which the thermal barrier coating is applied. Reducing the temperature rate of change can help reduce lattice structure damage caused by different temperatures in different areas of the engine component. The thermal barrier coating can be applied as a monolithic layer on a surface of the engine component or can be applied in different areas using patterns. The patterns allow for the tuning of the performance characteristics (temperature rate of change) of the areas of the engine component and can help reduce defect propagation, such as cracks, in the thermal barrier coating from one area of the thermal barrier coating to other areas of the thermal barrier coating.

Abstract: A fuel injector assembly for an engine. The engine includes a cylinder head defining a through-hole. The fuel injector assembly includes an insert, having a first end and a second end, configured to be received within the through-hole and coupled to the cylinder head. The insert defines a bore extending from the first end to the second end. The fuel injector assembly further includes a fuel injector including a plurality of orifices, received within the bore of the insert; and a duct structure including a plurality of ducts, coupled to the insert such that the plurality of ducts align with the plurality of orifices to at least partially receive one or more fuel jets from the plurality of orifices of the fuel injector.

Abstract: A fuel injector assembly for an engine. The engine includes a cylinder head defining a through-hole. The fuel injector assembly includes an insert, having a first end and a second end, configured to be received within the through-hole and coupled to the cylinder head. The insert defines a bore extending from the first end to the second end. The fuel injector assembly further includes a fuel injector including a plurality of orifices, received within the bore of the insert; and a duct structure including a plurality of ducts, coupled to the insert such that the plurality of ducts align with the plurality of orifices to at least partially receive one or more fuel jets from the plurality of orifices of the fuel injector.

Abstract: An engine includes a block containing multiple valves, and a camshaft defining multiple cams for rotation about a camshaft axis. A valve lift assembly is operatively associated with a respective one of the cams and a respective one of the valves to transfer motion from the cam to the valve by reciprocal motion of the valve lift assembly along a lift axis. The assembly includes a follower and a follower control mechanism. The follower is disposed in contact with the cam at a contact point that defines a contact path extending along a surface of the cam as the cam rotates about the camshaft axis. The follower is moveable through an adjustment range to change the position of the contact point along the contact path at a given angular position of the cam. The follower control mechanism is operable to control the movement of the follower within the adjustment range.

Abstract: The present invention provides reduced fatigue stress levels in a stressed area of an engine crankcase by lowering the outer edges of the crankshaft bearing cap fracture-split lines without changing the central axis location of the crankshaft in the crankcase. This is accomplished by causing the fracture-split lines of the bearing caps to angle downward from the horizontal plane of the crankshaft axis to a slightly lower position at the outer edges of the bearing caps. This lowers the outer edges of the bearing caps sufficiently to allow larger radii to be formed on the lateral connectors of the crankcase support webs with the adjacent sidewalls of the crankcase. Accordingly, the fatigue stress levels in the crankcase web members are reduced without requiring a significant change in the crankcase dimensions.

Abstract: The present invention provides reduced fatigue stress levels in a stressed area of an engine crankcase by lowering the outer edges of the crankshaft bearing cap fracture-split lines without changing the central axis location of the crankshaft in the crankcase. This is accomplished by causing the fracture-split lines of the bearing caps to angle downward from the horizontal plane of the crankshaft axis to a slightly lower position at the outer edges of the bearing caps. This lowers the outer edges of the bearing caps sufficiently to allow larger radii to be formed on the lateral connectors of the crankcase support webs with the adjacent sidewalls of the crankcase. Accordingly, the fatigue stress levels in the crankcase web members are reduced without requiring a significant change in the crankcase dimensions.

Abstract: The present invention provides reduced fatigue stress levels in a stressed area of an engine crankcase by lowering the outer edges of the crankshaft bearing cap fracture-split lines without changing the central axis location of the crankshaft in the crankcase. This is accomplished by causing the fracture-split lines of the bearing caps to angle downward from the horizontal plane of the crankshaft axis to a slightly lower position at the outer edges of the bearing caps. This lowers the outer edges of the bearing caps sufficiently to allow larger radii to be formed on the lateral connectors of the crankcase support webs with the adjacent sidewalls of the crankcase. Accordingly, the fatigue stress levels in the crankcase web members are reduced without requiring a significant change in the crankcase dimensions.

Abstract: The present invention provides reduced fatigue stress levels in a stressed area of an engine crankcase by lowering the outer edges of the crankshaft bearing cap fracture-split lines without changing the central axis location of the crankshaft in the crankcase. This is accomplished by causing the fracture-split lines of the bearing caps to angle downward from the horizontal plane of the crankshaft axis to a slightly lower position at the outer edges of the bearing caps. This lowers the outer edges of the bearing caps sufficiently to allow larger radii to be formed on the lateral connectors of the crankcase support webs with the adjacent sidewalls of the crankcase. Accordingly, the fatigue stress levels in the crankcase web members are reduced without requiring a significant change in the crankcase dimensions.