Today we made our way over to Ford's Beech Daly Technical Center, a nondescript building along the Dearborn side roads which houses what is, for lack of a better term, Ford's engine skunk works. Capable of doing everything from rapid-prototyped vinyl intakes to turning out fully functioning engines, the tech center is where all Ford's engines go to get the bugs worked out. Our mission was to get to know the 3.5-liter Ford EcoBoost on a nuts-and-bolts level by putting one together ourselves.

We met up with Patrick Hespen from SVT communications, who guided us through the rows of workbenches stacked high with engine parts from every imaginable engine product. Deep in the back was a set of parts which, when fully assembled, would form a production-intent twin-turbocharged, 340 HP, 340 lb-ft Ford EcoBoost engine. You know, the one they're touting as a V6 which delivers the power of a V8.

The beauty of the EcoBoost system is that it takes relatively few changes to go from a standard 3.5-liter V6 to a fire-breathing, twin-turbo monster developing peak torque at 1500 RPM. What it all boils down to is the combination of direct injection and two turbos. Those two main updates drive the smaller, but smartly executed, changes around them.

So, let's follow the fuel through the engine: The first difference the gas sees is the addition of a mechanically actuated, high-pressure fuel pump. The pump rides on top of the drivers' side cylinder bank and gets its motive power from a four-sided cam lobe, brilliantly added to the intake cam. The fuel then passes into a high-pressure (like 3000 PSI high) stainless-steel common fuel rail to which is mounted three injectors, one assembly per side. The injectors are mounted to the underside of the cylinder head and poke into the distal edge of the compression chamber.

Since the system direct-injects fuel into the chamber, games can be played with the actual flow of the spray. For instance, on start up, when the engine is cold and the catalysts aren't functioning, the engine injects a half-shot of fuel into chamber on the downward stroke of the intake cycle, then, as the piston comes back for ignition, a second half-shot is fired at the piston head. Notice the shape of top of the piston (sans the CNC'd EcoBoost logo): The little trough is designed specifically to ramp that secondary spray at the spark plug — the result is a locally rich mixture good for ignition, but a globally lean mixture, great for making heat fast.

As the spent fuel leaves the combustion chamber, it meets another innovative feature: a stainless steel, stamped and welded two-walled exhaust manifold. The manifold is much lighter than its cast counterparts, but more importantly, its insulative properties keep the exhaust hotter, transferring more energy directly to the turbo. Speaking of the turbo, surprisingly, when we get to the turbo we find nothing notably exciting. The impeller side of turbo itself is made of a high-nickel-content alloy good for an operating temperature up to 950 degrees Fahrenheit. The compressor side, while rated up to 220,000 rpm maximum speed, isn't really all that different than the one found on every other turbo on the market.

Since the gas is spent, we're going to hop onto the intake air side now. That air gets compressed by the two turbos we just met, and then joins in a common tube. That tube has an electronic boost controller which dumps excess pressure electronically, instead of the "Fast and Furious" approved vacuum-driven blow-off valve. The air then makes it's way into an air-to-air intercooler, and the cooled air heads off to an all-new intake manifold, optimized for compact packaging and easy assembly. An interesting feature is the integration of the coolant pipe which runs under the whole length of the intake; it attaches at the rear to the coolant line in the valley and locates the thermostat and outlet for the heater core out of the way. Anyway, that air gets directed straight into the cylinders by valves enhanced with Inconel alloy for greater strength.

Because we're engine geeks, there are myriad little details and upgrades we could go on about, like the addition of piston head oil sprayers, used to keep the piston head cool by hitting the bottom side with oil, and how they're brilliantly integrated into the crankshaft bearing oil pocket. Or the million miles of durability testing the engine has already undergone. Or the crazy ability to retard the timing up to 20 degrees...but we won't. We're happy to sit back and let the pictures do the rest of the talking, eagerly awaiting the day we get to put that bonkers power curve to the test.

The old-school shifter gurus at Hurst are back in the custom vehicle business, choosing the 2009 Dodge Challenger as their latest canvas. The Hurst/Hemi Challenger is scheduled to make its debut at the 2008 SEMA show in Vegas, after which it's expected in dealerships during the first part of next year. A Hurst shifter is included, of course, along with branded wheels, requisite gold stripes and "H" logos. The rest of the package consists of mods in your choice of four different stages of tune, topping out with a 500+ HP blower-equipped version. Now they just need Linda Vaughn's granddaughter on hand to be the spokesmodel. Full release after the jump.

Chatsworth, California — HURST is one of the most recognized and revered names in the history of performance automobiles. The HURST brand has long been synonymous with speed, performance and quality, with an impressive track-record of pioneering performance products for all forms of motorsports and hot-rodding. HURST was one of the first to partner with the OEMs and bring enthusiasts limited edition performance vehicles like the legendary HURST/Olds 442.

HURST is at it again! The newest creation to be rolled out to continue the tradition is the 2009 HURST/HEMI® Challenger. Starting with the HEMI® powered Dodge Challenger SRT8, HURST takes it to the next level as a 500+ HP supercharged limited edition built and tuned by the best in the business.

Nate Shelton, Chairman of HURST, is committed to delivering the value that HURST is known for; “The new HURST/HEMI® Challenger is more than just another muscle car. It epitomizes the performance industries tradition of taking the best Detroit has to offer and adding 21st century performance parts to make your ride faster and cooler than the other guys. HURST has a long history of doing just that with guys like Don Garlits, Warren Johnson, Dick Landy and even celebrity racers Steve McQueen and Jim Garner. The new HURST/HEMI® Challenger is the first of many HURST Performance Vehicles to come. We are ready to make some more history.”

HURST has partnered with some of the best companies in the industry to create a collectible limited edition muscle car with the looks, attitude and credentials to back it up. The HURST/HEMI® Challenger will be available in four Stages of performance trim through participating Dodge dealerships. The details are iconic and impressive; the huge polished five-spoke HURST alloy wheels and the “Pistol-Grip” HURST shifter are inspired by the originals that helped make HURST the legendary brand that it is today.

HURST Performance Vehicles Program Director Ron Flint adds “The legacy of the HURST brand gives us a huge advantage and it sets the bar very high for our team. Our goal is simple; create serious driveway-envy in your neighborhood.”

The HURST/HEMI® Challenger makes its debut at the trade-only SEMA Show in Las Vegas this November. Vehicle production is slated for early 2009.

[Hurst via eGMCarTech.com]

For those who grew up after the mid 1970s, the television show The Wonder Years was our best window into the turbulent period in American history between the Chicago Democratic Convention and the resignation of Richard Nixon. Even for those individuals uninterested or unversed in the history, the show captured most of the touchstones and common experiences of post-industrial American adolescence. Unfortunately, the show is unlikely to come out on DVD soon because of its extensive use of wonderful but royalty-laden music. For those like commenter TheBrewPub, our daily Down On The Street does a great job of sparking nostalgia.

I still remember when my dad brought home the 'new' (it was used) car - the 1978 Cordoba. I clearly recall clamboring into the backseat and marvelling at the crushed velvet upholstery, since the 'doba was replacing a Gremlin with hot sticky black vinyl seats.

I remember my mom slamming her fingers in the behemouth door (twice!), I remember sticking my tongue to the seatbelt in winter, I remember singing along with Tom T Hall and Jim Croce on the 8 Track, I remember long road trips, I remember the little signal lights at the end of the fenders above the headlights, I remember learning to ride a bike and smashing full speed into the side mirror...

Sigh... I don't think I miss the car, but it sure makes me nostalgic for growing up.

I get by with a little help from Ricardo Montalban...

AP - Tom Albert drove his loaner Chevrolet Equinox like any other car.

Reuters - Chrysler LLC is exploring strategic options for its Dodge Viper sports car business as the struggling U.S. automaker tries to raise cash to ride out a deepening U.S. auto downturn.