So youre not one who favours buying a new car, but prefers scouring the used car markets instead.
said about used cars.Test driving a brand-new car is meant to impress you with all the bells & whistles
So, is it worth your consideration as a used car?Which Models of Used Proton Preve You Should Buy?
The first generation XV is now on sale in the used car market for around RM 50,000 but what are the issues
has yet to wane and finding a good used unit is like looking for a needle in the haystack.
despite the fact that you were told that the car comes with a six-month warranty.What is the reason for
So, if youre in the used car market for a well-packaged, compact hatchback thats also fun to drive, this
Now though, they are all but extinct.However, one can still browse the used car market for one and if
Fiat), none of them had used the lockable rocker arms and the dual profile camshaft like Hondas VTEC.Now
reinventing the wheel (those are still round), the boffins at the Center of Automotive Management (CAM
“We secured sales of 112,400 units for the last three months.
s a new generation Honda Accord on sale, the previous ninth-generation Honda Accord is going on the used
Probably the most popular model from Peugeot in Malaysia is the Peugeot 308, which is now on sale in the used
City models will also dropped further, making a used Honda City a viable option for some.A little history
taken further steps to digitalise its aftersales by launching the Online Service Booking and Service Cam
But what are the issues to look out for?
So, youve found the used car of your dreams, sent it to your trusted mechanic and even got the green
We’ve previously talked about the things to look out for when buying a used Mercedes-Benz E-Class
aspirated i-VTEC engine, an engine which we are more likely to get.The new petrol engine adds Double Overhead
does the job well as a vehicle that gets you from Point A to Point B.Hence why there are plenty of used
Carsome, an online used car trading platform, has announced a special partnership with CIMB Bank Berhad
- dual overhead cams (DOHC), timing belt or chain on both camsE - electronic fuel injection (EFI)Whats
breadboxes on wheels, but that’s far from the truth, as these luxury MPVs are popular amongst used
The little hatchback doesn’t just dominate the new car buying scene but also the used car market
For your information, most German cars are powered by 2 batteries.
Photo sourceTiming chains or timing belts are used to synchronize the camshaft rotation and the crankshaft
Used car sales have been seeing positive growth in Malaysia in the midst of the COVID-19 pandemic.
The used car market is one solution. Toyota 86 for as low a RM 108,000?!
That's amazing! I was always worried that using the @GoPRo models would end up looking weird because of the Fish Eye Lens. Maybe I under estimated this option?How are you liking it @ShanghaiSix ?
So for the last two days, I delivered #Azure training in the @Trivadis #virtual #classroom. There was some stuff that made me really nervous. But I must admit that the virtual classroom just works. You can read about my experience and the setup in my blog:
@dandakich this is awful. There's a reason the overhead cam has been used for every game ever
I used a FauxPro cam for my overhead turntable shots for a long time. I didn't think it was bad at all.
Yes, pls“@KevinHarvick: Brave dude now be proud of your accomplishment and retire... #skywire”
@keselowski @KevinHarvick @KyleBusch I'm guessing Discovery did not use the same cable system as Fox used for their overhead Cam at the 600
#DallasWantedStuff Ford 4 cyl 1.9 dual overhead cam Engine (DFW Area) $150: Looking for a used Engine to p... http://tinyurl.com/455k5t7
CNN used an overhead cam on one of its reporters for no reason ... unless they were trying to look down his shirt. #moobs
#DallasWantedStuff need used 4.6 liter overhead cam motor for 1993 Town Car (Dallas/Ft. Worth): I need a used 4.... http://tinyurl.com/8uec3gz
Imagine if in today’s Sunday Night Baseball game, they used an overhead drone cam for the whole game. If it ain’t broke don’t fix it. This SNF cam is terrible. #PITvsTEN
No. Nothing is just “better” than something. Things are better or worse under certain conditions. First of, we can’t compare engines with RPMs, because RPMs don’t scale. An engine with a 100mm crank throw running 4000 RPM is going the exact same speed as a an engine with a 200mm crank throw running 2000 RPM. So let’s look at piston meters per minute, just take the RPMs and multiply it by the stroke. This gives a number that scales between engines. You’ll find that all engines, no matter what the RPM, produce their best economy around 300–360 piston meters/min, and best power around 900 to a 1000 piston meters per minute. Below 300, and the engine is running so slow that it can’t get any help from the momentum of the air moving through it. Above 1000 and it’s running so fast it doesn’t have time to run the valve events properly. This is equally true about tiny RC model engines as it is about ship’s engines with pistons a meter in diameter. The efficiency an engine pumps air and exhaust is called volumetric efficiency. It’s ratio of the real vs the ideal. Volumetric efficiency is different at different engine speeds. At 300 piston meters per minute, you get the exact same volumetric efficiency with truly archaic systems like inlet-over-exhaust F-heads, T-heads, or flatheads, because the air flow is so low. At 900 pm/m you get 25% more power out of a dual overhead cam setup. The key to which is optimum is where the engine makes most of its power. If it does it at low speed, you should use the cheapest and most robust system, usually a flathead. If it does it at medium speed you could use OHV. Note also that the DOHC engine setup is no more modern than those other types: the first car to use a DOHC four was the Farmac in 1904. DOHC engines were mature technology by the ,beginning, of World War One. Modern car engines tend to use DOHC for two reasons: getting more power out of a smaller displacement engine by raising the engine the speed, and ,marketing,. Humanity isn’t a rational animal, but rationalizing one. We don’t really buy for maximum utility, we buy to impress people. Looking at real engine speeds (not RPMS) and developed horsepower will show you that a lot of DOHC engines would just as happy with OHV. But…like “PhD” people are impressed by letters they don’t know the meaning of.
The engines used in Royal Enfield motorcycles are drastically different than the ones used in present day rev-hungry motorcycles like Bajaj Dominar. Even the 150cc engine used in Honda CB Unicorn is more refined and efficient. Royal Enfield motorcycles cannot be compared to other motorcycles. It’s like comparing a vintage motorcycle to a KTM Duke. Yes, you read that correctly–Vintage! Even though the 350cc and 500cc unit construction engines (UCE) (top row, middle) are fairly new, the technology used is decades old – heavy crank, pushrods to engage the valves, long stroke. I’d say Royal Enfield motorcycles are “modern day vintage motorcycles”. It’s obvious that engines featuring vintage tech won’t perform at par with latest engines with similar capacities. That said, Royal Enfield motorcycles are designed for those who want old-school looks and the (sort of) feel of a vintage motorcycle. Royal Enfield motorcycles look and feel different, don’t they? Speaking of improvement, the current-generation UCE engine (used in Bullet, Classic, Thunderbird, Continental GT) is miles ahead of the previous-generation cast iron barrel engine (top row, first) used until 2009. The engine and gearbox which used to be independent units are now housed in the same body. Improved oil pump, transmission, clutch system, ignition system, alternator, bearings, crankshaft, valve train are some of the key upgrades. The result is a smoother, more reliable, more efficient engine with better power delivery. Next comes the 411cc long-stroke engine used in the Himalayan (top row, third) featuring overhead cams and timing chain. Not to mention the upcoming 650cc parallel-twin engine (bottom, against black background) with 4 valves per cylinder, overhead cams and 6-speed transmission which will debut in the Continental GT 650 and Interceptor later this year. In addition to new engine development, Royal Enfield keeps adding minor updates to the engine, clutch system, transmission, electricals, body work, brakes, etc. for further refinement and improved performance. Being internal, many improvements aren’t visible. However, you can feel the difference when you ride an older motorcycle. For example, the latest Classic 350 will feel smoother and perform better than the 2010 model. Please stop by, read, and follow my space. Content contribution welcome!
The tiny Lancia Fulvia sports car used a narrow angle V4 and was front wheel drive. The engine was so compact with the narrow angle it was a twin overhead cam but used one cylinder head. This is a UK spec Fulvia (the cocked-up outside headlights are the clue) The main advantage was its tiny dimensions…It was shorter than an inline four cylinder. The pair of carbs were as wide as the engine! That silver bit with the blue wires coming out is the entire cylinder head cover! Carbs are the middle bit and the black bit with that seem is the air filter housing. The engine itself could be covered and hidden underneath a typical laptop computer.
Lets compare it with Duke 390,. 1. Duke 390 uses USD forks while D400 uses regular telescopic forks. 2. The frame of Duke 390 is lightweight chromium-molybdenum trellis frame while D400 has a pressed steel perimeter frame which is heavier but cheaper . 3. KTM gives Metzelers as standard which is premium brand and offers very good product. While Dominar has MRF C1. 4. KTM has an alloy swing arm whle Dominar has a normal one. 5. Bajaj just derived the engine from KTM’s so their R&D cost was low. 6. Duke 390 uses DOHC (Double overhead cam) which is expensive compared to D400’s SOHC.(Single Overhead cam). 7. KTM has done NaCaSil coating with the Duke’s cylinder but Bajaj skipped it to reduce the cost.
Have you seen racing engines from the 20s and 30s. Built like Swiss watches, elegant sophisticated, twin overhead cams, and supercharged. Fuel injection in aero engines goes back to 1916. Ferrari engines followed this European tradition. They were works of automotive art. Here is the engine from the era. The Ford engine in the GT40 had none of this history, but it was big…my god it was big. However, it was a simple engine compared to what the Europeans had been using for years. So I expect Ken Miles would be interested in a modern engine block, but there isn’t much new in block design. If he saw the modern engine with all its ancillaries he may be mildly impressed on how much plastic some of the newer engines use. But remember that if he had managed to make it to the early 70s, he would have seen the 1.4L BMW M12/13 turbo engine developing in excess of 300hp. Many brilliant engineers have paved the way for modern engine designs, however, many of the technologies that modern engines employ, have been around for a long time. One huge exception is the use of modern control systems to control fuel, ignition and valve timing. But, these are not evident if you are just looking at an engine block.
“Why do big American V8s still not use overhead cams?” While many popular American V8 engines are of the classic pushrod design, you seem to have missed a very large segment of American V8s that do have Overhead Cams. Dodge/Jeep 4.7 Liter SOHC Ford 4.6 Liter SOHC Ford 5.4 Liter SOHC Ford 6.2 Liter SOHC Ford 5.0 Liter DOHC Cadillac Northstar V8 DOHC Toyota 5.7 Liter DOHC Designed by, built by and for Americans Nissan 5.6 Liter DOHC Designed by, built by and for Americans Cummins 5.0 Liter DOHC
I’m not a hardware specialist but I can’t see how that’d be possible. Surely the components in a projector are substantially different to a camera. One emits light and the other is light sensitive. I may be totally wrong…. I suspect you won’t be able to make this work without tinkering with the hardware.
I assume that what you are asking is, “why do so many American muscle cars use PUSH ROD engines?” Since every modern automotive engine I can think of is a OHV, (over head valve) design. Except for Mazda rotary of course. There are a few advantages to push rod designs that utilize one camshaft mounted inside the engine block. 1. The physical size of a push rod engine design is significantly smaller than an overhead cam design. (Compare pictures of a GM LS series V8 to that of a Ford Coyote series V8.). You’ll notice the GM V8 looks substantially smaller than the Ford. However both come in multiple comparable displacements. So in fact you can have a Ford overhead cam Coyote V8 that is physically larger than a GM push rod LS V8, but the GM engine could actually be larger in combustion chamber displacement, (5.0L Ford vs. a 6.2L GM for example). 2. Push rod designs are known to be better at producing low RPM torque than overhead cam designs are. Conversely, overheard cam designs are known to be better at producing high RPM horsepower. The old saying goes, “people buy horsepower, but drive torque.” You’re using primarily torque racing someone from stoplight to stoplight or passing on the highway. You’re using horsepower when you’re keeping the engine near redline going around a racetrack. 3. Push rod engines are less fussy than overhead cam engines in my opinion. Overhead cam engines have long timing chains or belts that have to be replaced every 60,000 miles or so, and they usually require half of the engine to be disassembled to get to them. If you ignore this and wait for the timing chain to stretch or break then you’re in for a world of pain, because most overhead cam engines are also interference designs where the valves and the pistons share the same space in the combustion chamber, just at different times. However, if this becomes the same time, (timing chain/belt skips a tooth on a cam or the crankshaft or breaks altogether) then WHAM! Valves and pistons colliding a high RPM is bad news!
They hit a crossroad and decided to see how far the pushrod engine could take them. There ,is, a Corvette powered by an OHC engine, and it wasn’t even manufactured by GM! This is the LT5, designed by Lotus (at the time a recent acquisition of GM) and built by MerCruiser (Mercury Marine) in Stillwater, OK. Part of the consideration for developing a sports car is a target horsepower number. In the most general sense, to hit that number takes a bigger “pushrod” or overhead valve (OHV) engine verses an overhead cam (OHC) engine. While both generic hypothetical engines make the same horsepower (HP) they will not make the same amount of torque (I’ll use TQ, though technically it’s pound feet of torque or lb-ft tq). This is because DOHC engines can achieve higher RPM, so OHV engines need more displacement for the same HP numbers and thus each engine will have distinct characteristics. This difference isn’t as pronounced today with VVT, direct injection and sophisticated computer controls that allow manufacturers to manipulate the power curve. The perception is also based on the optimal volumetric efficiency at a given RPM. This allows a big OHV engine to still get decent gas mileage. The DOHC LT5 powered the C4 ZR-1 making 405 HP/385 TQ in 1995 and was the first aluminum small block engine in a Corvette. ,Per this source ,as Chevrolet prepared to develop the C5 (1997–2004) there was furious debate over DOHC vs OHV. They conducted a blind test drive pitting the LT5 against an LT4 (the upgraded LT1 rated at 330 HP/340 TQ but believed to be 350 HP/380 TQ) and found that everyone preferred the low end grunt offered by the OHV to the peaky OHC that execs said had to be “wound up”. This is part perception and certainly part bias based on 90’s technology. The fact that the LT5 was ,not, developed in house and Corvettes had always had pushrod engines certainly didn’t help the DOHC mill despite a 475 HP version in development. The LT5 was a fabulous engine and directly influenced Cadillac’s Northstar engine series, but just under 7,000 ZR-1s were produced and despite setting a long list of impressive world records Chevrolet decided to stick with pushrods. The ZR-1’s LT5 wasn’t matched until the LS6 in the C5 Z06. I’ve owned both and refuse to pick one over the other. Pushrod engines are capable of amazing feats and have put a car in a tuxedo print T-shirt in rare company. Compare these two cars: 2020 Corvette Z51 6.2L OHV V8 RWD 8 speed transmission 495 HP/470 TQ/3647 lbs Nurburgring 7:29:90 2020 Audi R8 Performance 5.2L DOHC V10 AWD 7 speed transmission 612 HP/428 TQ/3638 lbs Nurburgring 7:32:00 Weights about the same, the Corvette does have an extra gear but the Audi has a BIG horsepower advantage and the added traction of AWD, yet it is just over two seconds ,slower, around the gold standard of the Nurburgring. The R8 is faster at other venues where it’s top speed is allowed to shine, but you have to respect the vette. An even closer comparison is pitting the Camaro with its OHV Corvette derived power plant to the DOHC Mustang. They have similar horsepower numbers, similar gas mileage, and similar performance despite the 1.2L difference in their displacement. They differ in character and feel. A drag race will see a Camaro jump ahead and a Mustang nearly catch it on the other end of a 1/4 mile. Which one is better is really just a matter of opinion. 2018 Camaro SS vs 2018 Mustang GT 6.2L OHV V8. . . . . .5.0L DOHC V8 455 HP/455 TQ. . . .460 HP/420 TQ 0–60 4.1 sec. . . . . .0–60 4.4 sec 1/4 mile 12.5 sec. . .1/4 mile 12.6 sec 16/25 MPG. . . . . . .15/25 MPG There’s nothing ,wrong, with an OHV engine. They have a lower center of gravity, are physically smaller, and easily lend themselves to modification. The aluminum block LT5 was actually noticeably heavier than an iron block LT4. It’s also too wide and too tall to fit into a C5 Corvette that was lovingly molded around the LS1. It reduces the development cost for Corvette engines as the pushrod architecture is shared with their trucks. Chevrolet engineers estimate just the reduced material cost saves them about $400 per engine compared to a DOHC engine. All of Dodge’s HEMI engines are OHV. Ford paid the price of converting most (or all?) of their engine offerings to OHC in the 90’s. Their big trucks performed moderately well with an OHC 6.8L V10 and a bit better with an OHC 6.2L V8. Know what they just release? An OHV 7.3L V8 called Godzilla. Sometimes it’s the right tool for the job. I’ll add a caveat - moving forward I would almost be surprised if Team Corvette decides to use OHV for their top tier offerings. Cadillac desperately wants to protect its Blackwing engine, but with at least the stated goal of making its line all electric it isn’t likely GM will forget what they spent on developing a brand new DOHC twin turbo V8 when considering the performance models of the C8. As they get closer and closer to debut it seems that hunch is all but confirmed, with the Z06 projected to be powered by something akin to the C8.R 5.5L DOHC engine derived from the Blackwing and a twin turbo version rumored for the ZR1/Zora. Edit - I love cars, especially Corvettes and actively seek more information. If you think something I’ve presented is wrong I’m glad to talk to you in the comments, ,however, you are expected to BNBR. I’ll gladly make updates with corrected information if you can provide a reputable source. Case in point - I fat-fingered Godzilla’s displacement. Oops, good catch Roy. Unnecessary clarification - overhead cam is a form of overhead valve. They’re in a separate category from ,flathead, engines. Colloquially OHV is specifically referencing pushrod and not overhead cam - see ,here,, ,here,, and ,here, and every Corvette book I own. Did you know that turbochargers were originally called turbosuperchargers? Same deal. Technically turbochargers are superchargers but nobody uses the words like that. As with all things automotive your mileage may vary.
The largest Chrysler engine ever built was the XIV-2220, or IV-2220. That was a 2,220 cubic inch, inverted, overhead cam, turbo-supercharged and intercooled V-16 Hemi engine designed for aircraft use in 1944. (A display model of the enormous Chrysler engine. This one without turbochargers displayed.) Unfortunately, while running prototypes were produced, a production engine was never built. The reason was that WWII had come to an end by 1945 and there was no application anymore, especially with jets becoming reliable. The engine was very advanced for the day, producing 2500 horsepower and weighing only 2430 pounds. The engine was unique in that it used a reduction gear in the middle of the crankshaft, so that crankshaft torque wouldn’t cause undue stress. It also was an extremely long engine, at 122 inches or just over 10 feet long. If it had gone into production, it would’ve been installed in Republic P-47H Thunderbolt and Curtiss XP-60C fighter aircraft.