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single overhead cam performance Q&A Review

Is the current Royal Enfield Himalayan in 2019 has a reliability issue as it had with earlier models?

No!, If you're looking for a ,simple, affordable and easily accessible, bike to ride some dirt trails without being overwhelmed with performance or expensive repair bills, the Himalayan is just the right bike for that kind of job. Affordability, Accessibility, and Versatility is its biggest strengths and with that price tag. In fact, riding the Himalayan over a couple of days, you begin to appreciate its simplicity and the capability it offers. The design and overall silhouette of the ,Royal Enfield Himalayan, remain the same. The chassis, suspension, wheels, and tyres also remain the same, as do the instrument panel and lights. But what has changed as mentioned earlier, is that the Himalayan now gets fuel-injection. Those are the only changes, but they have made the bike feel different; the throttle response has improved. Performance The 411 cc, single-cylinder, air-cooled, single overhead cam engine has the same output as before, but what it now gets is electronic fuel injection, and the difference is apparent from the time you press the starter button. The fuel-injected engine feels smoother and more responsive than the earlier carburetted engine, and shift quality on the five-speed gearbox also seems to have improved significantly. The clutch though is heavy, and if you're caught in a bumper to bumper situation, working the clutch over and over again won't exactly be a pleasant experience. So long as the traffic is moving, the Himalayan is a relaxed performer on the tarmac. The engine's got a strong low and mid-range, and you don't really need to keep working the gearbox to keep the momentum going. But this is not a high revving engine, so the ,Himalayan, still is happiest when you play with the torque and let it pull leisurely, rather than trying to get to triple digit speeds in a hurry. Capability With an 800 mm seat height, the Himalayan is easily accessible to riders of different heights and build, and reaching the ground with both feet is easy for my near 5-foot 10-inch frame. The Himalayan isn't exactly light, but it's still light by adventure bike standards, so even when you end up dropping it, it's easy to pick up, straddle and ride on.

Why do Bajaj bikes use an SOHC while the original KTM engine uses a DOHC?

Hey, SOHC means Single Overhead Cam while DOHC means Double Overhead Cam. In both engines (Bajaj & KTM) camshaft is placed in the cylinder head over the engine cylinder or combustion chamber. Bajaj uses SOHC with rocker arm assembly and tappet screws while KTM bikes have shims (flat tablet like component). Now, why does Bajaj use the SOHC when the DOHC has better performance metrics like better breathing? The SOHC means single camshaft and has less cost (material+machining+assembly+rework) than that of DOHC engines. The shims (used below the rocker require high-quality material and measuring the shim dimensions for a particular engine require huge technological setup). KTM has mainly focused on performance rather than price while Bajaj focuses on both and grabbing max. customers. So, to keep overall cost low, Bajaj uses cost-saving modules and using SOHC is one of that. Though Bajaj uses SOHC, in the modern engines, it uses 4-valve & DTS (Bajaj Patented triple spark technology) to improve the engine performance.

What is the difference between a cylinder head and the engine block?

In modern cars they are separate entities (not always true historically). The pistons go up and down inside the block, with connecting rods attached to the crank shaft. This is also known as the bottom of the engine. The top of the block is a flat ‘deck’, and the “head’ goes on top of that, separated by a ‘head gasket’ The head contains the valves and the spark plugs. Valves in the head are called “overhead valves’ (OHV). Both coolant and oil are supposed to flow between the block and the head through holes in the gasket. Depending on the engine, the cam shaft(s) are either in the block (pushrod) or close to the heads as “overhead cams” (OHC). With overhead cams, there can be one per head (single overhead cam SOHC) or a separate cam for the intake and exhaust valves (dual overhead cam DOHC). Pushrods are simpler and cheaper, and smaller. Overhead cams are more complicated and expensive, but can perform better, especially at high RPM. Blocks and heads can be an aluminum alloy or iron/steel. It was once common to have iron block and iron heads, but now aluminum is frequently used for both. Mixed iron block and aluminum head was tried, but it was always problematic as the metals expand at different rates as the engine heats and cools, and leaks at the gasket were common problems.

What is the difference between a Ford 427 and 428?

Q: What is the difference between a Ford 427 and 428? Both engines are FE series engines but have different characteristics and specifications. The Ford 427 is a race engine that first made its appearance in 1963 1/2 Galaxies and ceased being available in any production cars after 1968. It is a larger bore version of the 406, with a bore and stroke of 4.2328” x 3.784”, and has cross-bolt mains. The first 427s had cast iron crankshafts, but for the rest of their production run, they had forged steel cranks, except the detuned early 1968 engines. They also had various solid lifter cams, with the exception of the last 427s that went into some 1968 Cougar GT-Es, which had hydraulic cams. There were a few different types of heads used on 427s, with Low Riser, Medium Riser, High Riser, and Tunnel Port designations referring to the type of intake port/intake manifold combinations they had, and the SOHC, colloquially known as the Cammer, having hemispherical combustion chambers and a single overhead cam in each head. Only the Low Riser and Medium Riser heads made it into regular production cars equipped with 427s, while the High Risers found their way into NASCAR Galaxies and drag race Fairlane Thunderbolts. Medium Riser and High Riser heads had 2.19” intake and 1.73” exhaust valves. The Tunnel Port heads were an over the counter deal, as were 427 SOHC engines. The first 427s and some which went into AC Cobras had center oiler blocks, and the side oiler versions were introduced in 1965. 427s came with a variety of intake manifolds in either 1x4V or 2x4V form, and different power levels, depending on which intake, cam, head type, and compression ratio was employed. Single four barrel versions were generally rated at 410 hp and dual quad versions at 425, regardless of actual power output, which could make a fair bit north of 500 hp in some cases, and spin to 7000 rpm. NASCAR 427s and those in Thunderbolts made around 520 hp, and the detuned single four barrel 427s with lower compression and aluminum Medium Riser heads in MK-II GT40s raced at LeMans made about 485 hp. The 1x4V 427 SOHC carried a 616 hp rating, and 647 hp in 2x4V form and could spin well past 8000 rpm. The last 427s to find their way into production cars, the aforementioned Mercury Cougar GT-Es, were converted to center oilers, had Low Riser type heads, the 390 GT hydraulic cam, iron crank, restrictive 390 exhaust manifolds, and were rated at 390 hp. Ford 427 427 SOHC In 1966, Ford came out with the 428, which is essentially a larger bore and stroke version of the 390, using the 406’s 4.132” bore and a 3.984” stroke cast iron crank (which, in turn, was used in the Mercury 410, which had the 390’s 4.052” bore). This engine was used in Thunderbirds and other heavy cars and made good low end torque. All 428s have 2 bolt main caps. 1967 and early 1968 Shelby GT500s used modified 428 Police Interceptor 428s with dual quads, rated at 355 hp. There was a high performance version of the 428 introduced in Mustangs halfway though the 1968 model year, known as the 428 Cobra Jet, whose performance favoured low rpm torque over the high rpm power the 427s were known for, and only revved to 5800–6000 rpm. It had heads similar to 427 Medium Risers with 2.09” intake and 1.66” exhaust valves, the 390 GT’s hydraulic cam, and a single Holley 735 cfm vacuum secondary carb., under-rated at 335 hp. These and the Super Cobra Jet variants that came with the Drag Pack option (they had durability upgrades that included 427 cap screw connecting rods and a differently balanced crank) were available until the end of the 1970 model year. 428 Cobra Jet

What are the advantages of dual overhead cam shaft arrangement over single overhead cam shaft even though it increases cost and complexity?

One of the main benefits of dohc is that it easily incorporates four valves for each cylinder, two intake and two exhaust. Four valves per cylinder allows an easier flow of fuel and gases both in and out of the cylinder for the four stroke cycle thereby increasing performance particularly at highs speeds. Another advantage will be the position of the spark plug or the diesel injector in a dohc engine which will be in the center of the cylinder allowing a more efficient burning of the air/fuel mixture. There are sohc engines with 4 valves for each cylinder but the camshaft will also have 4 lobes per cylinder and the spark plug or diesel injector will not be in the center of the cylinder. Also DOHC easily incorporates variable valve timing to further increase performance but it is not impossible on an sohc engines.

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 were the 10 greatest vocal performances in classic rock history?

“Piece of My Heart” Janis Joplin with Big Brother and the Holding Company. I liked her best with the Brother. So raw, so powerful. “Yer Blues” John Lennon with The Beatles. Lennon lets out a little frustration on this baby. This is blues with commitment. “Whole Lotta Love” Robert Plant with Led Zeppelin. Contains arguably the best bad-boy wail in the history of rock. “Without You” Harry Nilsson. Ol’ Harry takes what seems an okay Bad Finger song and rips it to shreds, tastefully of course. “Maybe I’m Amazed” Paul McCartney. He belts this one out with real conviction. “What’s Goin’ On.” Marvin Gaye. So sweet, so precisely nuanced. He sings to and for everyone on this one. “Desperado” Linda Ronstadt. The single version of this Eagles number was a hit, but her live version was so much better. Just her and a piano. She gets more out of it than anyone knew was there. “Tangled Up in Blue” Bob Dylan. For those who don’t think he could ever sing a song well. Some of rock’s best poetry convincingly presented. It makes me smile every time I hear it. “Thunder Road” Bruce Springsteen. One thing The Boss can do is communicate the pure joy of rock & roll. He does that here with an overhead cam. “Landslide” Stevie Nicks with Fleetwood Mac. You feel the heartbreak in her haunted voice, it’s palpable. A song of loss that touches you because you’ve been there.

Why do so many American muscle cars still use OHV engines?

First some clarification on terminology: Overhead Valve (OHV) engines have the valves in the cylinder head. The alternate would be a “side-valve” or ,Flathead engine - Wikipedia,. Overhead Cam (OHC) engines ,also, have the valves in the cylinder head, so technically they are a subset of overhead valve engines. Specifically, they have the camshaft(s) above the valves rather than ,Cam-in-block - Wikipedia,. Dual Overhead Cam (DOHC) engines are a further subset of overhead cam engines, where two camshafts are used to more directly drive the valves, reducing valvetrain inertia. The alternative would be Single Overhead Cam (SOHC). Virtually all modern cars use overhead valves, because the performance and efficiency of flathead engines has been technologically obsolete since the 1950s. Overhead-valve cam-in-block engines would more clearly be considered “pushrod” or “I-head” engines. You linked specifically to ,Dodge Challenger - Wikipedia, , which in discussing the current (third) generation lists a number of engine options: one SOHC V-6 engine one DOHC V-6 engine five “OHV” (pushrod) V-8 engines, all variants of the ,Chrysler Hemi engine - Wikipedia So, ,specifically for V-8 engines,,, ,cam-in-block pushrod designs are still popular. The reasons for this are discussed fairly well under ,Overhead valve engine - Wikipedia, § ,Advantages,. The biggest factor would seem to be the physical size of the engine, and the ability to maximize the cylinder displacement that will fit within a given vehicle engine compartment packaging: For example, Ford's 4.6 L OHC modular V8 is larger than the 5.0 L I-head Windsor V8 it replaced. GM's 4.6 L OHC Northstar V8 is slightly taller and wider than GM's larger displacement 5.7 to 7.0 L I-head LS V8. … Because of the generally more compact size of an engine of a given displacement, a pushrod engine of given external dimensions can have significantly greater displacement than an OHC engine of the same external size. The Hemi engine in particular, with its hemispherical combustion chamber, may have taller heads than an engine with a flatter combustion chamber, and thus be even more constrained on engine height. For American “muscle cars”, where there are no regulations pertaining to engine displacement, pushrod V-8 engines still make a lot of sense for maximizing power output without necessarily pushing for high RPMs.

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.