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single overhead cam working Post Review

uuuuuuuhSOHC, or Single OverHead Cam, means that you only have one camshaft working both the intake and exhaust valves. DOHC, or Double OverHead Cam, means you have two separate camshafts, one for intake valves and one for exhaust valvessee I know

single overhead cam working Q&A Review

Did Ford ever make a Hemi engine?

Q: Did Ford ever make a Hemi engine? Ford had two designs, consisting of the 427 SOHC, which was never made available in cars and was sold as a crate engine, the 1969–70 Boss 429, which made it into 1359 Mustangs and two drag race Mercury Cougars, and the Can Am Boss 494, based on the Boss 429. The 427 SOHC was based on an FE 427 block, shared its 4.2328″ bore x 3.784″ stroke, and had large heads with hemispherical combustion chambers and single overhead cams driven by a 6′ long timing chain. They were intended for NASCAR competition, but Ford wouldn’t get them homologated by building production cars equipped with it, and thus it didn’t get raced on NASCAR tracks. It did find a home on the drag strip, though. It was rated at 616 hp with a single four barrel carb and 657 hp with dual quads. 427 SOHC 427 SOHC combustion chamber https://www.hotrod.com/articles/90-day-wonder-sohc-427-cammer/ The Boss 429 was based on the 385 series engines with a 4.360″ bore x 3.590″ stroke, and the street versions featured modified hemispherical chambers with quench pads parallel to the opposed valves. Some race versions had the chambers machined to a full hemi configuration. The Boss 429 Mustangs were created to homologate the engines for NASCAR, where they were actually campaigned in Torino Talladegas and Cyclone Spoiler IIs. Boss 429 street engine NASCAR Boss 429 Street Boss 429 combustion chambers NASCAR Boss 429 full hemi chambers https://www.hotrod.com/articles/ford-boss-429/ What Are You Working On? Rick Stanton & Kjell Rygge - Talladega and Spoiler Registry Holman-Moody ran the aluminum block Boss 494 program for Can Am competition, one of which was run as a 477. The 494s had 4.520″ bores and 3.850″ stroke (à la 460) Kellogg cranks. There were only a dozen engines completed and campaigned, and as many as five magnesium blocks were also cast. Ford didn’t commit thoroughly to the Can Am program, and the Boss 494s were not as successful as they could have been. Boss 494 Can Am engine

I am planning to buy Royal Enfield interceptor 650 is it worth buying?

The Single Overhead Cam engine is air cooled (uses an oil intercooler). The engine has fewer components, less weight and an easier maintenance cycle of 10k kms Unique rumbling exhaust note (due to the 270-deg firing order) from the twin silencers smoothly delivers the torque across the rev range. It really is comfortable, growling mildly at about 4000 RPM at 100 kmph. The engine is the biggest plus in this bike. Coupled with a powerful slipper clutch, it makes gear shifting a dream compared to the previous Enfields. Sitting on a Harris performance Chassis specially designed for this bike, you realize how agile it is on the move and best of all, carries its weight exceedingly well. That really is ,“Easy got back” Now on to some small niggles that I see (these are not deal-breakers). You will need to change the front handle if you are a tall chap. Yes, you may also need to change it if your beer belly comes in the way while bending forward. The seat needs to be modified slightly as well (add gel padding inside), if you plan on riding long distance or get the touring seat from RE (that is still soft to me btw). The Suspension and the lights are adequate for city riding, which is what the interceptor was made for. You will need to change the lights if you are doing ,hard and fast, late evening highway rides (as I do). The suspension needs work. Probably one thing that I see needing more work if you are carrying double on your rides. But if you are riding single which is the most enjoyable part of this bike, you shouldn’t be facing any issue. The ABS and disc brakes are sufficient to stop the bike at any speed and you realise the superb balance of the bike at high speed braking. As long as you follow the golden rule of 70% effort on the front brake and 30% effort on the back brake, you will find this bike a delight to be on when you need to stop on a coin. The reason you want the Interceptor, is the oodles of usable power that you have at your fingertips (or rather your palm if you want to nitpick). The vehicle climbs to highway speeds rather quickly for an Enfield and is capable of holding it as well without any strain to the engine. Indian highway speeds of 120kmph can easily be maintained, while doing a 100mph abroad should not be too much of a challenge. With my new seat, lights and the extended handle bar I find that ,“Super Easy got back” PS: Being in India, how could I forget to add the answer to “,kitna deti hai?,” The answer to that is around 23 within the city due to the constant gear shifting, while I get around 28 on the highway. highest was 31 on the way to Delhi from Ajmer while on the way from Delhi to Chandigarh it gave me 27 kmpl. Last point (Actually starting point for many buyers) : Pricing is competitive (actually eye popping) for the features that are there.

Why were Lamborghinis, Ferraris, and Porsches of the 1980s so unreliable that they spent more time in the repair shop than with their owners?

While I’m inclined to take offense at this - Porsches from the period were rarely in the shop - an actual answer might be more useful. Up until the mid-80s for Porsche, a bit later for everyone else, making an engine run involved a handful of things that were perilously close to black magic. Chief among them: carburetors and breaker-point ignition. As I’ve opined elsewhere, carbs are evil little mechanical and hydrodynamic analog computers, trying to use air flow and varying diameter holes in bits of brass to approximate getting a stochastically accurate volume of fuel into the cylinder at any give RPM. To that end, you had fuel pumps, feeding reservoirs of fuel in the carb, which refilled on demand when a float dropped below a certain level, and which emptied when the Bernoulli effect of air rushing past a venturi siphoned fuel from the reservoir and vaporized it in sufficient quantity that you got more or less efficient combustion not too rich, not too lean. Dozens of things could go wrong - the jets could be wrong for the temperature and/or altitude, the float could be sticky, the passages could gum up or be otherwise clogged, the specific gravity of the fuel could be materially different meaning the mix is off.. And that’s with just one carb. What happens when you have multiples? Oh, in addition to keeping each and every one of them working correctly they now have to work in perfect synchronization with each other or one cylinder will be making more power than the others, and Bad Things will result. On my 512BBB, there were only four three-barrel carbs. Some setups were six two-barrels, as above. I had to invent technology to let me keep mine balanced without undue ingestion of pure ethyl alcohol to facilitate continuing to work on the blasted thing. Not for the faint of heart. Bonus: it didn’t hold. There was drift, this was all mechanical, and analog. So you’d have to do it every thousand miles or so. Maybe less. Maddening. Breaker point ignition was also fraught with peril. A shaft driven off the engine crank spins at reduced RPM. A lobe on the shaft opens and closes breaker points, causing a spark discharge when the charged coil circuit is opened. That happens, well, a lot. And it’s all directed by a rotor making contact with a wire lead which runs to the spark plug. If anything in the path fails, the plug doesn’t fire, the engine misses and life sucks. Sometimes like on this 930 with two plugs per cylinder, you wind up with extra complications, trying to offset the risk of something not working. Because hey, if one plug is fragile, we can reduce the risk by adding two of them plus some extra complexity, right? What’s not to like? On top of all that, despite being the most incredibly precise engines made at that point in time, all of them were still fairly primitive. Chain driven single overhead cam engines, many without rockers, using a complex follower arrangement that could only be adjusted by removing and replacing shims between the cam follower and the valve stem, meaning you practically had to disassemble the top end of the engine to adjust the valves (which you had to do every 2–3 thousand miles) Add to that leaded fuel, which left you with gloriously sticky red tetraethyl lead deposits on everything, and oils that were not terrifically robust and often didn’t have decent detergent packages, and the engines were also a complete mess. Literally. You often needed to spend a great deal of time cleaning before you spent any time wrenching, just to get the gunk off the metal bits. Porsche got on the bandwagon early, converting to fuel injection in 1969. While carbs persisted for a while in the lower priced 912 and 911T, that all ended in the middle of 1973. Fully computerized engine management systems, with spark control and fuel injection control in the same ECU came about in 1984. From that point forward, it was pretty much binary - it either worked swimmingly, or it didn’t. Over time, the “it didn’t” went to pretty much zero. Porsche designed for Le Mans. That was their big thing, full out endurance racing. 911s were all, deep in their DNA, Le Mans champions. 19 overall wins, literally hundreds of class podiums since 1951. Ferraris… well, aren’t. Ferrari plays a different game, focusing on Formula One, and Grand Prix before that. Top end of the cutting edge, but only for a couple of hours at a time. You can see that reflected into the engine architecture, some of the materials choices. And part of that is the philosophy that you should be taking everything apart between races, because you need to do that. So designing cars where service requires disassembly was no big deal, because you were going to do it anyway, right? It was a different time. The cars were only incidentally used as street cars. Because that’s not what they’re really doing. What they were there for is this and the rules are different. (Yes, that’s a 488 chasing an RSR.)

How reliable is the 4.6 liter F-150 engine?

The 4.6 is the engine that Ford designed to replace the Windsor V8 that they built for almost 40 years. There are two distinct 4.6 liter engines Ford built during the last 25 years. They are known in the Ford terminology as Modular engines, and only way I know to easily distinguish them is related to the valve train. The majority of them are single overhead cam engines, two valve and three valve designs. There were some double overhead cam engines as well. The DOHC engines are not quite rare, but made in much smaller numbers. The SOHC 4.6 is most commonly a 2-valve per cylinder engine that was criticized for being under powered, and apart from some cooling system issues (cracked intake manifolds) it was a suitable motor. It’s no longer being produced. It was common to the Ford Crown Victoria (taxis, family cars and police cruisers) and was also available as a base engine in the half ton F150 pickup and perhaps some Explorer body on frame SUVs. There was later a 3-valve version of this engine that displaced 4.6 liters as well as a variation that displaced 5.4 liters. The DOHC 4.6 was a high-performance engine readily identified by its out-sized cylinder heads—it had four valves per cylinder. They were so out of proportion to the rest of the engine it made servicing anything under the hood a lot more work. Replacing spark plugs, for example. It was used in some Mustangs, and more notably in Lincoln sedans. Each of these engines was dropped in favor of better designs that followed, the 3.5 liter DOHC six cylinder Cyclone engine family, and later the 5.0 DOHC Ford V8, aka “Coyote.” All of these engines reflect engineering Ford acquired through its work with Volvo, Mazda and Aston Martin designs. During the same period of time General Motors rejected a plan for overhead cam V8 engines and designed an all new V8 known as the LS engine. It remains in production and is widely favored over the Ford V8 for its durability and simplicity.

What is the full form of SOHC?

SOHC,, or Single OverHead Cam, means that you only have one camshaft working both the intake and exhaust valves. DOHC, or Double OverHead Cam, means you have two separate camshafts, one for intake valves and one for exhaust valves. Additionally, ,SOHC, engines only have 2 valves per cylinder, one intake and one exhaust.

How does a single overhead cam engine work?

Single camshaft engines simply has both intake and exhaust lobes on one single rotating shaft. With single overhead camshaft designs a very wide range of cylinder head designs are still possible and used where followers and rocker arms allowed many valve angle variations. Single overhead camshaft usually rotate by timing belt or timing chains. Most late model engines use variable valve timing to control exhaust and intake valve open separately, this limits single overhead camshaft flexibility.

How are valves operated in a four-stroke petrol engine?

99.99 percent of what you see on the road is operated by camshaft. It can be extremely simple as have a cam sitting directly over the valve stem through an inverted bucket type follower who’s only purpose is to spread the load and provide adjustability to the more common cam-in-block that operate the valve via lifters, pushrods, and rockers arms. Overhead cam engine will normally operate through rockers arms which provide mechanical gain and automatic clearance adjustment. The configurations one can expect to run across are cam-in-block where one cam operates both intake and exhaust valves, single-overhead-cam (SOHC) where one cam in each head operate both intake and exhaust valves in that head, and double-overhead-cam (DOHC) where there are two cams in each head, one for intakes and one for exhausts. Koenigsegg, the Swedish manufacturer, has been working on a camless engine where the valves are operated by individual solenoids. This allows for precise tailoring of valve timing to match engine demand and load.

What is an mHawk engine and its specialty towards another engine?

mHawk, is a 2.2 liter, Straight 4 cylinder engine (diesel). It has dual overhead cams and 4 valves /cylinder. Power is boosted by a single stage Variable Geometry Turbocharger (VGT). It uses Micro-Hybrid Technology which means it can can work on two or more energy sources only constrain is that both the energies are of different form for example chemical and electrical energy.

What is the best scale model engine for learning how they work?

The old Revell Visible V8 is a better quality model but it’s a pushrod engine with some glued joints whereas the Haynes model is supposedly all screw assembly and a single overhead cam design. I built a Visible V8 in the 1970’s and learned a lot. The pushrod rocker arms let you see the valve timing versus piston motion better than the Haynes. The Haynes plastic cam timing belts tend to break.

Is there any car which thieves can not steal?

Question: ,“Is there any car which thieves can not steal?” I once owned one. This thing: It was a Mercedes Benz 190 SL. No it did not have any anti-theft devices or ignition cut outs. What made it impossible to steal was this: See all those knobs on the dash? ,They all look alike,. ,And not one of them is labeled. ,And among them are both a ,Cold Starting Choke, and a ,Hot Starting Choke,. I had to use one or the other to start the car. Now few people in those years knew what a Manual Cold Starting Choke was, much less how to properly use one. The better American cars had had automatic chokes from the 1930s. Yes, there were cheap cars that used manual chokes as late as the 1960s, but no one expected to find one in an expensive convertible. And NOBODY who did not already own one of these cars had any idea what a Hot Starting Choke was or that they even existed! Because no one knew how to start it, the car was essentially theft proof. The problem was that garage attendants could not start the car either. This was a problem at the time because we lived on the Chicago Gold Coast and worked in the Loop. Attended garage parking was necessary in both places. The parking attendants were always too full of themselves to listen to the owner’s warning that the car took some special knowledge to start. Besides the hot and cold starting chokes the car had a separate starter button. Of course that too had no label on it. The parking attendant would eventually admit, after having me wait while they wore the battery down, to being unable to start the car. And they would get angry when I started it on the first turn after pulling out one of the unmarked controls. But the car was theft proof. Note: the Mercedes 190 SL had another standard feature that could have been used to annoy car thieves. One of those knobs (Yes, it was again unlabeled and looked like all the other ones.) allowed the driver to switch from the main fuel tank to the reserve fuel tank in the event that they had neglected to look at the fuel gauge and had run out of gas. If the knob was pulled half of the way out it shut off fuel from either tank. If that was done, if the car thief had gotten the car started at all, there would only have been enough fuel in the float bowls to get from the parking place up to the ramp to the next level before the car ran out of fuel. Note: For those who expressed interest, the Mercedes-Benz 190 SL or Super-Leicht was built unchanged from 1955 through 1963. It was powered by an over-square four cylinder single overhead cam engine displacing 1897 cc based on the 6-cylinder engine of the 300SL. Only 25,881 190SLs were built.


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