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ls overhead cam Related Articles

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ls overhead cam Related Images

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ls overhead cam Post Review

1956 #Ford #Thunderbird #RestoMod; #Lincoln LS V8 engine with 32 valves, overhead cams and sequential port fuel injection. Lincoln LS 5-speed overdrive automatic transmission, tubular front suspension system, front and rear sway bars, 15" Kelsey Hayes style wire wheels https://t.co/02FIN4Q9DF

#3: Lisle 36880 Dual Overhead Cam Lock Tool Lisle 36880 Dual Overhead Cam Lock Toolby L... http://t.co/12PEOCgrLz

@Lago_Azul38 @yazici_hande @BasakaylaP @SbucieDlamini @SamarappuligeP1 @RozWilson2 @Lotfsennain1 @PoeticEsther @carlotacatala10 @selena37528006 @thanosar @aikou69 @kyalo_mulinge @DiscountPN Yes in dee dee..I had a Jaguar X K 140..pearl white..knotty pine dashboard..2 large overhead cams..winner of La manze races..6 gears..160 + mph..my first car..payments..ha..took her out on brand new frwy not opened yet near house in L.A. calif.suburbs..empty frwy..opened up 160mp

Who needs dual overhead cams? Watch this LS spin to 11,000+ rpm https://t.co/J2dUXAoEZq

I can’t imagine the sound of a 1.5L dual overhead cam V12 Honda F1 from the 60s 😩🥵

@kellyhugheswal1 All I know it's hand built, 2.7Ltr engine, nitro charged and no turbo at present. 1/4 mile in under 10 secs

1999 Dodge Neon Sedan ( Calgary ) $2,000.00: 1999 Dodge Neon for sale. 2.0 L, 4 cylinder, dual overhead cam, aut... http://t.co/eCce0DKo

made some pics at @MussoFrankGrill a perfect L.A. spot, for the very L.A.-centric writer @Connellybooks with actor @welliver_titus, who plays his famous detective Harry Bosch TV's hero cops are under scrutiny. In 'Bosch,' the system was always broken https://t.co/klYE2ZSmiN

@GoBurgo Yeah those smaller engines are pretty impressive the nitro makes up for no turbo nicely I had a Chrysler Sebring with a 2.9 L duel overhead cam in it that was just an insane car went from soccer mom to drag racer inside of a second and a half would chirp the tires when shifting😎

Saturn : L-Series LS Saturn L200 dual overhead cam $510.00 #Autos #Saturn

ls overhead cam Q&A Review

Are the Hemi and LS engines the only push rod engines left in new vehicles?

Pretty much, in terms of gasoline engines. Though, Ford is going to introduce a new large gasoline pushrod V8 (7.3L depending on who you ask, but I’d rather have a 7.5L because history) that is going to replace the aging 6.2L Boss SOHC V8 and ancient 6.8L Triton SOHC V10. In terms of diesel, however, pushrod reigns supreme, since they don’t have to rev high, which is an inherent disadvantage of pushrod engines compared to overhead cam engines. However, there are plenty of overhead cam diesels, typically being much smaller motors (modern-ish TDI and CDI come to mind) or more obscure motors (VAG 5.0L DOHC V10 BiTDI and 6.0L DOHC V12 BiTDI probably being the most notable examples). Edit: ,It has since been confirmed that it’s going to be a 7.3L motor.

Why doesn’t Ford put a bigger engine in the Mustang?

Mostly physical limitations in the engine architecture for the current car. The current 5.0 and 5.2 liter engines were designed to be compatible with the older MOD engine tooling which limited the bore centers on the engine to 100 millimeters . Bore centers as the term suggest is the distance from the center point of one bore to another and limits the diameter of each bore and in the case of the coyote and mod engines this limited the bore to 93 or 94 millimeters compared to say GM’s LS engine which featured a 110 millimeter bore center. The other limiting factor is the engine’s stroke. The older MOD engines used two different deck heights with the 4.6 V8 using a shorter deck height compared to the taller 5.4 engine (and its derivative 5.8 which used the largest bore available to Ford with the MOD engine). The issue with the taller deck height 5.4 is that it makes the engine physically wider to accommodate the increased stroke (remember most V8’s use a 90 degree bank angle to help with quell vibrations) and as the deck height grows the engine increases width. Increasing the stroke also increases piston speed which is limited by the materials used in the connecting rods, wrist pins, crankshaft and piston as well as their design. The bore limitation means the only practical way to increase displacement is to increase stroke and as I said above that increases piston speed which can strain the connecting rods and crankshaft and if high enough can stretch the rods to failure resulting in catastrophic engine damage. The 2013/14 GT500 with its 5.8 liter V8 for example shared the same stroke as the 5.4 and had an over rev feature which allowed the engine to temporarily rev to 7,000 rpm which is about 750 rpm higher than the older 5.4 based GT500s were allowed to rev. This all leads to the 5.0 of course which had to physically fit in the Mustang and go down the production line seamlessly marrying the engine to the car in order to maximize production efficiency. Another reason is nostalgia of course. During the late 80’s through the early 90’s the 5.0 was synonymous with Mustang which was a plus when marketing the car. The bore, stroke and displacement limitations haven’t really handicapped the engine though. It makes similar power (at least in the upper rev range) compared to its larger competition (GM’s 6.2 LT1 for example makes 455 horsepower to the current 5.0’s 460 and by comparison Ford’s 5.2 Voodoo V8 makes 526 horsepower compared to the 6.4 liter hemi’s 485 in naturally aspirated form and GM’s newly introduced 6.2 LT2 which makes 495 horsepower). This of course is mostly due to the four valve double overhead cam heads which allow excellent low to mid lift flow and equally good high lift flow (although a good 2 valve head like the LS and LT engines are capable of flowing similar values at high lift and good values at low to mid lift using the larger bores).

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.

Does the Lexus LS series have a timing belt or chain?

LS’s have a quad overhead cam V8 engine. Those four cams are driven with a timing belt that should be changed approximately every 90,000 miles, depending on conditions.

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 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!

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.

What does LS stand for on a Chevy motor? What is so special about LS engines?

The “L" prefix denotes engine options in General Motors RPO (Regular Production Option) designations. The original LS1 appeared in the 1997 Corvette with a 5.7 liter displacement. This of course will cause confusion since the LT1/LT4 that it replaced were also 5.7L V8s. The 1997 LS1 was a “clean sheet of paper”, it shared no parts in common with previous smallblock Chevrolet V8s. It did however retain the cam in block /pushrod configuration that so many other manufacturers were abandoning. More on that later. There are quite a few varieties within the “LS family”, although many will not carry an LS RPO designation. A commonly seen member of the “family" is the 5.3 LM7 (8th VIN digit T) found in many trucks. It's smaller 4.8 cousin looks identical from the outside. Further up the ladder is the 7.0L LS7. All members of the family tree share the same basic architecture. So, what makes them special? In an era of overhead cam engines , one thing that makes them special is their simple ,compact design. This makes them a natural candidate for engine swaps. They are inherently narrower than a comparable overhead cam design. A deep skirt block with cross bolted main caps make them strong. And the production cylinder heads on some common versions rival those of the best heads of earlier smallblock Chevrolet engines. It's probably noteworthy to mention that in some racing classes , a version of the LS is the standard “spec engine” or “crate engine”. Manifolds are available for carbureted applications, and harnesses with control modules are available for EFI swaps. To add icing on the cake, there are plenty of aluminum block versions of this engine. It's everything one would want ; plentiful production numbers, simple rugged construction, and no shortage of factory or aftermarket parts. It's amazing what one cam and 2 valves per cylinder can still do!

According to you, which car is the most engineered one in any given segment on every aspect (economical, safety, power, etc.)?

Ladies and Gentlemen! I present to you Lexus LS 400. Here is a brief history: Lexus LS 400 (1989) In 1983 the then Toyota chairman Eiji Toyoda started a project called the F1 "Flagship No. 1 vehicle” also known as the "Circle-F" project, it was to produce a world-class luxury sedan for the international market. The engineering team, headed by Shoiji Jimbo and Ichiro Suzuki, included 60 designers, 24 engineering teams, 1,400 engineers, 2,300 technicians, and 220 support people. They were already well into the design of a new, high-end luxury car when the first market research study in the United States was conducted for the project (in 1985). Jimbo himself attended focus groups and interviewed dealer, while a separate team of five people studied lifestyles and design concepts in Laguna Beach, California. Shortly afterwards, in July 1985, the first running prototype was built. An incredible 450 running prototypes were to be made, with Toyota apparently sparing no expense to beat Mercedes and other luxury automakers. By 1986, tests were being conducted on Germany's Autobahn and on American roads. Prototypes spent ten months being studied on American roads. In mid-1987, the final design was approved – after an unusually large number of presentations to management (eight). Roger Penske, who was to buy a Lexus dealership, traveled to Japan to test-drive one. The F1 project was not given a time scale for completion nor did it appear to have any budget constraints, as a result the vehicle was entirely new it did not use parts from the existing Toyota parts bin. The final cost of the development was more than 1 Billion US$ The car was designed to compete with and better all of the prestige models offered by the worlds existing manufacturers in all areas including aerodynamics performance and refinement. As part of the development process 450 vehicle prototypes and 900 engine prototypes were constructed and they logged approximately 2.7 million kilometers testing in all climates and environments from winter roadways, to deserts in Arizona, Australia, the USA and Saudi Arabia. In 1985 the first exterior models were presented to the Toyota management, featuring a low sports car type design, but by 1986 this had been changed to a classic three box design with a more upright stance, prominent grille, and two-tone paintwork Wind tunnel tests were under taken and refinements made to the design to produce a very low drag coefficient for production vehicles of the time Cd 0.29. In November 1988, the F1 was finally given a name – though it was not particularly distinctive: LS400. The LS stands for ,Luxury Sedan,, and 400 is the size of the engine. The LS400 debuted in the United States at the Detroit auto show in January, 1989. The car was an immediate hit, much to the chagrin of Mercedes, whose S-Class was more expensive, less luxurious, and, it would turn out, less reliable. Three years later, many said Lexus' LS had redefined its segment, but Toyota already had a revised model waiting in the wings, with over 50 changes based on dealer and customer requests. Only five years after the first model, in November 1994, a more extensive redesign took place. In September 1997, variable valve timing, (VVTi), was introduced in Lexus engines, increasing the performance; styling was updated, and new features were added, but the price remained the same. Lexus LS 430 (2000) In October 2000, eleven years after the first LS400 was sold, the new flagship Lexus – the ,LS 430,, with an enlarged engine – went on sale. New technologies included intuitive park assist, dynamic laser-guided cruise control (which could maintain a set distance as well as a set speed), heated and cooled front seats, and a rear-seat beverage cooler, and a Mark Levinson sound system. The LS430 would be revised in 2004, with a new six-speed automatic (2007 brought an eight-speed) and new luxury and safety features. Each LS 400 was test driven before leaving the factory, helping it to earn its consistent place at the, top of J.D. Power's quality awards,. The 2000 models included new safety features, including Brake Assist and Vehicle Skid Control, which help to enhance braking and regain control when the car starts to skid. The LS 400 could go to 60 mph in 6.6 seconds, faster than many sporty cars - indeed, faster than Toyota's own MR2. Yet, gas mileage was 18 mpg in the city and 25 on the highway, thanks to variable valve timing and other technological advances. The LS 430 is powered by a 4.3-liter double overhead-cam V8 engine that produces 290 horsepower at 5,600 RPM and 320 lb.-ft. of torque at 3,400 RPM. Continuously Variable Valve Timing with intelligence (VVT-i) ensures excellent low- and mid-range power for easy highway merging. The Lexus ,LS 430, can accelerate from zero-to-60 mph in 5.9 seconds, roughly the same time as the rougher Audi TT and ,Dodge SRT4,. The LS 430 was one of the first gasoline V8 vehicles to be certified as an Ultra Low Emissions Vehicle (ULEV). The HID headlights in 2000 on-wards models, Lexus had them remain level regardless of road or load conditions. The automatic climate control included a charcoal filter to trap dust and pollen, and a smog sensor to automatically recirculate the air when pollution was heavy outside. An in-key remote entry system ended the need for an outside fob. In a long-overdue bow to customer tastes, Lexus let the driver select the headlight turnoff delay and other details. The LS series won more awards than any other luxury car, and, more to the point, won J.D. Power's vehicle dependability survey every year it was eligible. To read more (for Lexus enthusiasts): history and description Lexus LS400 - History

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.

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