BorgWarner

But when you're mid-ship in the truck, it's a chance I didn't want to take.

But luckily, from that 90s era, BorgWarner also made a nice transfer case.

So I went ahead and threw it.

through the board of Warner of 4,406 in that one.

I've got this here.

What's the process here? Wine and complain while they continue to do paperwork? When do we mobilize as a physical unit? The only reason the nickel refining plant or whatever at the Borg Warner site was stopped was because we surrounded a building in big enough numbers, just trying to be supportive and understand the timeline.

I don't think violence should ever be taken off the table.

People want to steal water and we just roll over and say, oh man, let me know when something happens.

When do we mobilize as a physical unit? I know what that means to me.

What does that mean? What does that mean? What did that mean to the sheriff's office when you reported this? Did you report this? If you felt that this was a big enough threat that you needed to take up time at the end of the commissioner's meeting, surely you reported this to the police.

The reason the nickel refining plant or whatever at Borg Warner site was stopped was because we surrounded a building in big enough numbers.

Just trying to be supportive and understand the timeline.

Sorry.

So it's a BorgWarner S400, 67-millimeter compressor wheel.

Yep.

Turbine's 83 by 75 millimeter, roughly.

like

i'd like to go over some you could say more anecdotal evidence experiences we've had testing single versus compounds now these aren't two identical engines but they're very close they're both 12 valves but 9 liter on the junker drag truck We were testing single turbos because there's a single turbo class, and I put a 476 SXE turbo.

BorgWarner came out with these new SXE turbos.

This is probably eight years ago.

Like right now our biggest thing is working with the new process gear transfer case that's behind it on the four-wheel drive.

You don't have that, you know, any issues with that on the two-wheel drive, but you know, a lot of guys are wondering about the BorgWarner that originally came behind the 6.7, uh, 10R140, and why they can't use that.

There are some electronic things that gotta be worked through.

I foresee possibly in the future that being something that they do work out.

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And... went down into the bilge and i guess when it did it knocked the wiring loose and so i just rewired the bilge pump and now it works just fine um ah one thing i don't know if i've addressed in the videos yet i don't think so is that i made i made an error on the transmission so i was looking up while i was in there working on stuff i decided to check the transmission fluid and it was a little bit low like 3 quarters of a quart low.

And so I looked it up, and it said, OK, it's the BorgWarner Velvet Drive.

It takes ATF type 3 fluid.

So I was like, OK.

I'm like, okay great.

And then I was actually texting with the previous owner and he's like, oh yeah, no, I just put SAE 30 in there.

I'm like, what, what? And he's like, yeah, as long as you're not going over 3000 RPM, this transmission is, and BorgWarner says it's totally fine to do it, use SAE 30.

So it's the same engine oil that I use in the engine.

But things very quickly became different when you looked under the hood.

The P38 used a BorgWarner 4462 transfer case, yes, that's the same company associated with the Indy 500 trophy, with a viscous coupling to help manage the different rotational speeds of the front and rear axles.

It brought a few advantages in the P38's deliberate move to be more upmarket, one of which related to noise.

The new chain-driven system was quieter than the older gear-driven one.

The case itself did have an electronically operated high and low range selection, though, and this allowed the Land Rover to replace the older mechanical arrangement with a system more suited to the P38's more sophisticated intentions.

But while these were all positives, there was one drawback.

The 4462's architecture meant that the P38's propeller shaft outputs were on the left side of the car, which enthusiasts describing the BorgWarner case as a left-hand drop unit.

It created an engineering compromise.

It was still working until the day that he passed.

And Steve Shunk, who works for BorgWarner, and is a great guy and was a friend of John Cox arranged for me to go when I was in the area to take my helmet and get it signed.

I didn't know Gordon Johncock at all.

He didn't know me, but he knew I was a friend of Steve's and he let me into his house and he had a beautiful home there in kind of the sticks of Michigan.

Mm-hmm

... and, uh, we got that through BorgWarner.

It was one of their development motors, and so they set us up with the motor and the, and the, the EFR turbos for that car.

We had so many awesome partners on that car.

Yeah, not on that project, but...

W- w- who were the bigger partners on that one?

So we had, uh, obviously BorgWarner, um, turbos and stuff.

Uh, Bowler did the...