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gm overhead cam engines Post Review

Hmmm okay I'll give you that, however consider my final argument.General motors

true... my only rationalisation is that this is the 90s before GM went completely gay. plus the V6 engines in the Omegas are, infact, overhead cam. shocking i know

If the government was smart they would've help Holden. So much manufacturing had gone under due to lack of government help. Should've kept tariffs on Chinese crap.Now look at us.

The unions were taking too much advantage of help from the government mate with Holden. Holden = GM, a US company telling us that pushrod engines are still worth buying at exaggerated pricing while Europe were making V8's with overhead cams. I love my Holden's but...

gm overhead cam engines Q&A Review

What U.S. production car from the 1970s had the most technologically advanced motor? Was it from Ford, GM, or Chrysler?

I'll have to give another vote for the Chevrolet Cosworth Vega from GM. While today a 4 valve per cylinder twin overhead cam engine is common, it was unheard of in 70s American production cars. Combine this with multiport electronic fuel injection, and you certainly have an advanced engine by 1975 standards. Like they say in late night wonder product commercials, “but wait, there's more!” The engine block was cast from aluminum alloy with a high silicon content. Rather than using cast iron sleeves for the cylinders, the aluminum /silicon bore was etched to allow silicon particles to form the wear surface. This design feature was shared with the standard single overhead cam Vega engine. That alone makes even the base engine technologically advanced. Advanced doesn't automatically mean highly durable, at least when it comes to the standard Vega engine.

Which is a better engine, the Buick (GM) 2.0T or the Ford 2.0T?

Well GM pretty much copied the Ford 2.0 except Chev does not have access to all the Ford Patents and considerable less experience at building complex twin cam engines. Ford has been building overhead cam engines longer than any other US car maker. Ford started building overhead cam engines for Indy Cars back in 1963. Starting in 1991 Ford ceased all push rod engines. GM and Chrylser still sell push rod engines.

Why do big American V8s still not use overhead cams?

Some do, some don’t. For those that don’t, it’s actually just not necessary. Look at the GM LSx series of engines. They are ridiculously powerful, reliable and easy to work on. Why change something that works very well? Going to OHC layouts increases complexity and doesn’t necessarily mean better performance. Ford actually went OHC in the mid 90s, and they continued that with their Coyote 5.0 engine a few years ago. The engine works very well and I expect to see a lot of success with aftermarket performance with this engine in the near future. The only real downside to an ohc v8 is the size. The lsx engine can be swapped into all kinds of vehicles due to its compact size. Look at the size of the heads on the Ford vs the size of the LS heads. That's a lot of space needed.

Why does Corvette still use pushrods?

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.

What engine does Toyota use in NASCAR?

It’s a Toyota engine you cannot buy. There are racing shops that will build one for you—-but you could probably buy a modest house for what that would cost. It’s basically an eight cylinder 16 valve, small-block Chevy overhead-valve (pushrod) design with some updates for fuel injection. GM started building engines utilizing that architecture in the mid 1950s, and they still do. Ford no longer makes a small block OHV pushrod engine for cars. Until about 20 years ago Ford and Chrysler built similar engines for their light trucks and passenger cars, modeled after the GM small block design. Toyota’s V8s were never very popular in the US or Canada, and in recent years all of Toyota’s gasoline engines in the US are overhead cam designs with four valve heads. They are not legal in NASCAR so the Toyota teams are allowed to have the Chevy look-alike V8s in their Camry’s.

My old V8 engines had large rocker covers over the valve lifters. My newer truck just has a flat plate where the rocker covers were. What makes the valves work in these newer engines?

“My old V8 engines had large rocker covers over the valve lifters. My newer truck just has a flat plate where the rocker covers were. What makes the valves work in these newer engines?” Here’s an image of the valvetrain of the ubiquitous Chevrolet small-block V8 engine that debuted in 1955 and was installed on vehicle assembly lines until 2003 and is actually still in production today as a crate engine, more than 65 years after it debuted: Fun fact: The valvetrain design was actually developed by Pontiac engineers and debuted on its StratoStreak V8 engine series that also debuted in 1955. GM liked the simple, efficient, cost-effective design so much that it insisted that Chevrolet adopt it for its then-new engine, as well. What’s important here, in reference to your question, is the height of the rocker arm and spring above the gasket surface of the cylinder head. Note how the rocker protrudes about two inches above the gasket surface. That height isn’t particularly important, other than the rocker arms and related components have to be covered so that oil doesn’t splash or leak out of the engine (and so that contaminents don’t get in), so, for cost effectiveness, Chevrolet designed the engine to use stamped steel rocker covers that look like these: They’re nearly 4 inches tall, to clear the rocker arms as they tilt back and forth. And there are taller versions available to clear higher-lift camshafts and taller, beefier rocker arms. So, here’s a typical Gen-1 Small-Block Chevrolet V8 engine with typical (standard-height) rocker covers installed. Note how tall these standard-height covers are: Today, the LS and LT series of GM “small block” V8 engines employ an astonishingly similar valvetrain: Note how much higher the rocker cover gasket surfaces are, compared to the height of the rocker arms and the springs. Basically, GM designed these heads with higher rocker cover rails because it virtually eliminates oil leakage, since the gasket surface is far above where oil will pool in the heads. In the classic Chevy small-block (above), the gasket could often be bathed in oil as it pooled behind the shallow walls of the old-style cylinder heads, virtually guaranteeing that leaks would eventually occur. As a result, the rocker covers for the newer engine design can be much shorter, as seen here, with a rocker cover being installed onto this GM LS cylinder head: Stock GM LS V8 rocker covers are only about 1.5 inches tall. As with the old-style covers, there are “tall” versions available to clear higher-lift camshafts and taller rocker arms or rocker stud girdles. Overhead cam engines have similar deep-wall designs, for the same reason: it’s much harder for oil to leak out of the engine through a solid cast iron or aluminum wall, compared to having a gasket surface at a level at which they might be continually or frequently bathed in oil. Here’s a look at a Ford overhead cam “Coyote” V8 cylinder head: Note how tall the walls of the cylinder head are, providing ample space for oil to pool or accummulate during operation without risking leaks. And here you can see the modest height of the Ford Coyote engine cam covers: The Ford covers are about 3–4 inches tall, but that’s still shorter than most older, classic V8 rocker covers, especially Ford’s own Boss 429 covers from 1969–1970: Note the roughly 6-inch height of the Boss ‘9 rocker covers. So, basically, rocker covers (or cam covers) tend be shorter now, because the cylinder head castings tend to be taller, at least in part to minimize oil leaks. The shorter covers also tend to reduce engine noise, as an additional benefit. I hope this information is helpful.

Why are V8’s from a company like Lexus, designed so differently than V8’s from a company like GM?

Different answers to design challenges. Different concerns in the design. Different expectations from management. Compare the LS engine from GM with the UR engine from Lexus. The UR is a 32 valve overhead quad cam engine with variable valve timing, made in aluminum. In 5.7 form for the Land Cruiser and Tundra, it generates 381 hp and 401 ft lbs of torque. It weighs 489 lbs. ,Toyota UR engine - Wikipedia The LS is a cam in block push rod engine. It is available with variable valve timing, but not all engines have this feature. It is available in both aluminum and iron block castings. The L33 used in trucks, similar to the UR above, only displaces 5.3L, generates 310 hp and 335 ft lbs of torque. Both engines are 90 degree v-8 engines. Why do so many project cars use the LS engine, rather than the UR? Availability is one reason. Packaging is another. The LS is not as wide or tall as the UR, so will fit in more vehicles. It is lighter in most cases than the UR as well.

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

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!

What are difference between Ford and GM?

Primary differences: Lots of GM cars are designed with the Chinese and Korean markets in mind. Most Fords are built mostly with the US and European markets in mind. Ford is much smaller in Asia then GM. GM still uses pushrod engines in many truck and muscle car applications. Ford hasn’t used a pushrod engine since 2004 and stopped using them on their top truck engines even earlier than that. Ford is in fact the only US brand to only use overhead cam engines in their light trucks. Ford cars tend to have a stiffer suspension and better road feel than comparable GM cars (ie Focus vs. Cruze). Luxury cars are important to GM and they spend a fair amount on R&D specifically for Cadillac. Lincoln is sort of an afterthought to Ford.

Why are V8’s from a company like Lexus, designed so differently than V8’s from a company like GM?

They aren’t designed all that differently, except that they use overhead cams, which GM usually uses only on smaller displacement engines such as four bangers. The GM philosophy is that a big displacement v8 with overhead valves rather than overhead cams will fit into the engine bay in a smaller vehicle. Such engines are simpler, cheaper to build, and easier to work on. And in the later model years, they perform just about as well as overhead cam engines, except maybe at full throttle at very high rpm. You can’t drive legally at full throttle with a late model GM v8 engine for more than about five or six seconds, as a rule, without breaking speeding and reckless driving laws.


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