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overhead camshaft cars Related Articles

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overhead camshaft cars Post Review

1938 Lagonda V12 Rapide The Lagonda V12 is a British luxury car built by Lagonda from 1938 to 1940. The V12 featured an all new 4,480 cc 60 degree V12 engine designed by W. O. Bentley. Two banks of six cylinders each with a overhead camshaft and produced 180 bhp at 5,000rpm. https://t.co/4BhYpiaxfk

The legendary #HispanoSuiza H6 luxury car was introduced at the Paris Motor Show today in 1919. The H6 engine featured a 6.5 litre all aluminium straight-six overhead camshaft layout inspired by its Spanish parent's work on WW I aircraft engines. https://t.co/41sB5UPddP

The Sociedad Hispano-Suiza Fabrica de Automoviles SA was organized in Spain today in 1904. Undeniably one of the most luxurious and storied names of the post-war era, Hispano-Suiza built a series of luxury cars with powerful overhead camshaft engines and impressive performance. https://t.co/CiAx3v0qdj

A rare sight on our roads…. No, not the #Alfa Stelvio but the 1927 (probably) #Lancia Lambda ‘Short Chassis’ Tourer. A landmark car in automotive terms with monocoque construction, great handling and overhead camshaft V4 engine it out-performed much bigger machinery of the day. https://t.co/z70sPc6zvP

anyskin: 1936 Squire 2-seater One of the seven cars constructed by Adrian Squire. They had twin overhead camshaft supercharged 4-cylinder 1496cc Anzani R1 engines and pre-selector 4-speed gearboxes. This car has a body by the Reading firm of Markham. https://t.co/9I0AIsRxLA https://t.co/6X6tYE2S2q

An elegant luxury car with the Mercedes star on its radiator: That is model 190 SL equipped with an advanced four-cylinder engine with one overhead camshaft, retractable roadster top, state-of-the-art suspension for high-level ride comfort and safety. https://t.co/2ZubpbvIJS https://t.co/0JJZlEuZjS

via via Classic Car Club of America 1938 BUGATTI TYPE 57C ARAVIS CABRIOLET BY GANGLOFF This 1938 Bugatti Type 57C Aravis Cabriolet by Gangloff Body Style 3912 is powered by a 160 bhp, 3,257 cc dual overhead-camshaft inline eight- Read more: https://t.co/QDsUUkkMFK https://t.co/7zCpxWlwQs

1914 Mercedes Type: Grand Prix Car Serial No. B.N.209 M.N.5 Four-cylinder in-line engine, single overhead camshaft, 4483cc(273.7 cubic inches), 115 HP at 2800 rpm https://t.co/YhsiYF1Ton

Ractis is a very reliable small car. It is part of the Toyota’s NCP120 car family. It has a naturally aspirated 1500cc double overhead camshaft 4 cylinder with 4 valves per cylinder. It produces 136Nm of Torque. Available for 1.1M https://t.co/zM9L7c1l3f

via Classic Car Club of America This 1940 Horch 853A Sportcabriolet in the style of Erdmann & Rossi Is powered by a120 bhp, 4,944 cc inline overhead-camshaft eight-cylinder engine, ZF five-speed overdrive transmission, independent front Read more: https://t.co/s3ogC5AzZl https://t.co/wmmMufkMuG

overhead camshaft cars Q&A Review

Why do big American V8s still not use overhead cams?

The overhead cams add complexity and reduce reliability without substantial benefits in most cases. The reason why the pushrods engines had issues at high RPM is that people didn’t understand, how big are the forces on the pushrods. The old-time pushrods flexed a lot, causing both distortion in the valve phasing and damage to the pushrods. Once this had been understood, the solution was simple: make stronger pushrods. And the way to make the stronger pushrods without increasing their weight is to increase their diameter, keeping the walls relatively thin. The NASCAR pushrod engines routinely run at 9000 RPM for hours at a time. An interesting thing is that the modern pushrod engines represent a development of the racing technology. If NASCAR weren’t limited to the pushrod engines, nobody would have bothered to think about fixing the weak pushrods. But the NASCAR teams had to work with this limitation, so they have spent the effort studying the problem and have discovered the simple solution. Granted, there are limits: if you want to go to 20000 RPM, you’ve still got to use the overhead camshafts and pneumatic springs. But what street cars have even the 9000 RPM redline? Pretty much none (well, except for rotaries, but that’s a separate story). So without the overhead cams you get a simpler, cheaper, more reliable, more compact, more serviceable, lighter package, with the better weight distribution (fewer heavy parts on top).

Do pushrod engines handle high boost pressures better than engines with overhead camshafts?

The most boost I’ve seen being run on cars were either between a Honda Civic and a Subaru STi, both cars were pushing 45+ psi each and both were overhead camshaft motors. I don’t know if any pushrod motors running this amount but I wouldn’t be surprised if they are out there.

Why were Soviet cars so terrible? Was communism mostly to blame?

Oh, they weren’t terrible. Some were home brew, others were designs bought abroad and adapted, like the VAZ-2101 (or Lada 1200, as it was known in the west), an adapted Fiat 124: With more than 800 modifications, including an overhead camshaft, or increased headroom (making room to drive with a hat in cold weather), it was as much it’s own car as a ripoff - and the Fiat factory was actually part of making AutoVAZ come to life as a factory, to deliver their first car in 1970. Compare the cars here: Fiat to the left, Lada (with considerably more elegant solutions) to the right. The Lada wasn’t a bad car as such, perhaps a bit sub standard to contemporary western cars, but it suffered from odd problems other cars didn’t experience, like drive axles breaking. Again, material issues. This, interestingly, spread to some of the Italian factories in the 1970′es, because the Soviet Union provided steel to Italy as part of this deal, but the steel wasn’t of good quality - so Italian cars from the 1970′es were often prone to rust. In it’s time it was comparable to other cars around the world, although suited for the home market. But as time flew by, the cars didn’t evolve as fast as other brands did. And after privatization in the 1990′es, there were massive scandals with Lada and their parts suppliers all being run by various criminal organizations, and this further hampered efforts to build good cars. At present, Renault has taken over most of the business, and it’s slowly starting to rise again. I believe the story of AutoVAZ is fairly descriptive for the Soviet car industry, but as always, it’s just part of a bigger picture. As such, communism wasn’t to blame, more the implementation of it.

What Is the benefit of a double overhead camshaft in some cars?

More efficient intake of fuel and expulsion of exhaust, resulting in higher torque and horsepower with better fuel efficiency. Lynn Bryant DeSpain

Why are most engines' time belts not made of chains instead of rubber which is less durable?

Timing belts are mostly made from nylon reinforced synthetic rubber like Neoprene. It’s pretty long-lasting - far more than natural rubber. Timing belts started to be used in production engines from the mid 1960s. Prior to that, cars used chains or gears to drive the camshafts. For overhead valve (pushrod) engines, the camshaft was usually mounted low down in the block, close to the crankshaft. There, it was easy to drive with a short chain or even a gear from the crank (the cam has to rotate at half the speed of the crank, so a 2:1 reduction is built in whatever arrangement is used). To improve engine performance, overhead camshafts can be used. These have less ‘slop’ and flex than a pushrod engine, and can cope with higher stresses, allowing higher lift, and multiple valves per cylinder. But sticking the cambox(es) on top of the cylinder head(s) makes the engine tall and the camshafts a long way from the crankshaft. Chains and/or gears can still be used, but these end up being long or having many gears in the set to cover the distance. A long chain is subject to greater stretching and wear, and it can whip and be noisy, and it has to be internal to the engine so that it gets a constant free supply of oil. The toothed belt is a great solution. It can cover the distance easily and the internal reinforcement resists stretching. It’s inherently much quieter, and does not need to sit in an oil bath. It is much easier to replace than a chain or gear set that is internal to the engine, and it’s far cheaper to make, and the simpler mechanicals make the engine as a whole cheaper.

What F1 technologies have trickled down to consumer cars?

Paddle shift Direct Shift Gearboxes Electric Start stop button Multi link suspension Active suspension High performance shallow groove tyres Engine Cooling via coolant replacing water Disc brakes Cooling scoops on high speed Sports cars DOHC(Double overhead Camshafts) Belt drives instead of chains Spoliers ☺ Carbon fibre components Lots of safety features including the rear view mirror Traction control Smaller Turbo engines ECU data logging/telemetry Steering mounted controls ABS Collapsible steering

Why do timing chains in modern car engines still stretch and fail when timing belts can last 90,000 miles or more?

In U.S. push-rod engines, the timing chains are very thick and very short, thus almost impossible to break. This includes virtually all 6 & 8 cylinder engines from the 1950’s until today (excluding flat-heads). As mentioned, they don’t stretch, but wear so that slop develops. Some have a tensioner on the return side to help minimize “chain flap”, but when very worn it can start slapping the side of the timing cover. The distance between the camshaft and crankshaft is so close that the chain and sprockets can be replaced with a gear-set as a racing upgrade. More noise, but no more valve-timing lag from wear. Lagged valve timing is not necessarily bad since that gives more torque at higher rpm’s (hence max horsepower). Indeed, many racers setup a new cam with valve lag for that reason, though the engine will run worse in daily-driving. The biggest problem is that some versions (my 1965 Chrysler 383) used a nylon sprocket on the camshaft to reduce noise and those can wear faster or break off a tooth to “skip timing”. I recently changed the “timing set” (sprockets & chain) in my 2002 Chrysler 3.8L V-6 at 260,000 miles and found it barely worn. My main goal was replacing the rubber seals, but a new set is so inexpensive it is wise to replace whenever in there after any significant mileage. In contrast, many Japanese and European V-8 engines have overhead camshafts (2 total) or double-overhead camshafts (4 total). Those have much longer, thinner chains which look more like a bicycle chain, and thus are much more prone to wear to the breaking point. The DOHC engines can be a very involved system of chains and sprockets. My only experience is my 1980’s M-B diesels which have a chain-driven single overhead camshaft. It is ~4x thicker than a bicycle chain and I haven’t read of one breaking. Since it is expensive and a difficult replacement, minor wear can be compensated by simply installing an inexpensive “offset key” on the camshaft sprocket. The biggest risk is that a tiny roller bearing in the mechanical vacuum pump can fail, leading to the innards sliding into the camshaft to jam it and destroy the engine. Not all M-B designs were brilliant or even advised. Re rubber timing belts, they have disappeared in current U.S. engines, after having been used extensively in 4 cylinder engines starting in the 1980’s (overhead camshafts). Several Japanese 4 cylinders used timing chains throughout. The belts never appreciably stretch, but they can snap or the teeth shred off. In some “interference engines”, that can cause the pistons to hit the valves. My 1996 Voyager 2.4L DOHC has a belt, which has failed twice. It is “non-interference”, though the valves could hit each other (very rare). The belt itself didn’t snap but rather both times a roller bearing on the tensioner or idler seized to jam/burn the belt. I recall the OE belt suggested changing every 60,000 miles, but replacements quote 120,000 miles. Since the roller bearings are outside the engine and get no lubrication other then their “permanent lube” (which isn’t forever), it is wise to also change those and get the best quality bearings you can find. Usually, cheap Chinese bearings come on replacement parts, so I prefer buying individual quality bearings (German or Japanese) and swap them with a hydraulic shop press when possible.

Is there a car brand so luxurious and expensive that ordinary folks probably have never even heard of it?

Back in the early XX th century Dusenberg, The Model J Duesenberg has long been regarded as the most outstanding example of design and engineering of the Classic Era. It was introduced in 1929, and trading was halted on the New York Stock Exchange for the announcement. At $8,500 for the chassis alone, it was by far the most expensive car in America. With coachwork, the delivered price of many Duesenbergs approached $20,000, a staggering sum at a time when a typical new family car cost around $500. Few would argue that the car’s features did not support its price. Indeed, the Model J’s specifications sound current today: double overhead camshafts, four valves per cylinder, power hydraulic brakes, and 265 horsepower in naturally aspirated form—or 325 brake horsepower when supercharged. The Murphy Body Company of Pasadena, CA, is generally recognized as the most successful coachbuilder for the Duesenberg Model J chassis. This example, J194, was sold new by Duesenberg’s New York City factory branch in August 1929 to William Durant Campbell, at which time it was finished in black with 19-inch chrome wire-spoke wheels. Within a year, on May 23, 1930, the car was resold to a banker named E.C. Converse, also of New York City, who commissioned Murphy to repaint the car in sage green with a red undercarriage. Later, the car belonged to early Duesenberg enthusiast Bob Roberts, of Los Angeles, CA, who apparently had the hood louvers replaced with side screens. According to noted marque historian Ray Wolff, it was probably during Roberts’ ownership that the car’s firewall was replaced with the one from chassis 2462 (ex-J449). After a fully documented ownership chain, the car became a part of the O’Quinn Collection in 2005. J194 is exceptionally well equipped, having been fitted with external exhaust, twin taillights, twin cowl-mounted spotlights, and twin Pilot Ray driving lights. Certainly, J194’s wonderful overall condition will provide its new owner with a thoroughly rewarding driving experience, while the car’s continuous history and well-known provenance will also ensure that it is a rewarding automotive investment. 1929 Duesenberg Model J Convertible Coupe - Sports Car Market Bristol This Bristol Bullet Speedster is at GBP 250,000 ,Bristol Cars – Official Website David Brown Automotive DB5 GBP 744,000 ,David Brown Automotive Other small manufacturers around the world are making very interesting cars.

Why do some modern car manuals instruct to start driving straight away, without waiting stationary to warmup the engine?

Older vehicles often needed a SHORT warm up, but not necessarily for the carburetor (we had chokes to compensate for that, both manual and automatic). The real problem was in the camshaft bearings and rocker arms that were used. Oil galleys (the passages for oil to lubricate moving parts), especially to those engines with overhead camshafts, were designed to drain oil BACK to the oil pan. It took a few moments for oil pressure to build up, and then for the oil to be pumped to all parts of the engine, especially bearing surfaces. Unfortunately, being impatient people, we often revved up the engine, trying to hurry-up the warm-up, which often resulted in a dry, or "spun" bearing.

Why don't modern overhead camshafts wear out quickly? There is sliding friction on the valve lifters, isn't there? With pushrod engines of the past, the camshaft lobe rotated the valve lifter which created rolling friction and less wear.

Modern car engines are just full of sliding metal contacts. It’s not just the camshaft; there are plain journal bearings all over the place. They are kept from wearing out quickly by injecting a film of oil which acts as a constantly-regenerated bearing surface, preventing the metal surfaces from making direct contact with each other. Run your engine without oil, and quite a few things will wear out quickly.

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