SOHC for LS
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Staging Lane
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From: San Diego, California USA
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Staging Lane
Joined: Dec 2024
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From: San Diego, California USA
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I think it's a major reason GM chose single central cam for the LS and Ford for the new 7.3L Godzilla engine. It IS a simpler, more rugged system that is proven to be so. For a relatively low-revving engine, especially, it is a more logical solution for a dependable and rugged valvetrain.
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Staging Lane
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From: San Diego, California USA
The larger distances between crank and overhead cams makes ANY drive system more of a challenge.
I think it's a major reason GM chose single central cam for the LS and Ford for the new 7.3L Godzilla engine. It IS a simpler, more rugged system that is proven to be so. For a relatively low-revving engine, especially, it is a more logical solution for a dependable and rugged valvetrain.
I think it's a major reason GM chose single central cam for the LS and Ford for the new 7.3L Godzilla engine. It IS a simpler, more rugged system that is proven to be so. For a relatively low-revving engine, especially, it is a more logical solution for a dependable and rugged valvetrain.
https://www.tundras.com/threads/4-7-timing-belt.14118/
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It doesn’t appear that Toyota has had much trouble with their belt drive, and it looks wonderfully logical and simple. I think that I can agree with 500 hour intervals for belt replacements.
https://www.tundras.com/threads/4-7-timing-belt.14118/
https://www.tundras.com/threads/4-7-timing-belt.14118/
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Staging Lane
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Well, gears RARELY fail for cam drives / accessory drives. I’d venture to say that was the most dependable thing on a Continental or Lycoming engine. Exactly zero of those engines use chains or belts to drive critical things.
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With that budget, why not buy these and have them machined for twin plugs, etc? https://www.mercuryracing.com/engines/automotive.html If I recall correctly, these are about $30K each. It's literally an overhead cam LS engine, and while not a SOHC, it still fits this "less parts means more reliable" theme you have going.
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Plus the fact that they're single central cam, lifters, pushrods, and rockers is one reason they live so long..... NO OHC complications. The KISS principle especially applies to the aircraft world... where it's possible.
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Staging Lane
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From: San Diego, California USA
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Staging Lane
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From: San Diego, California USA
Broken exhaust valve guide - Continental TSIO-520-NB
Broken exhaust valve guide debri in valve cover - Continental TSIO-520-NB
Jig that I designed to prove that a hydraulic valve lifter was properly pumping oil, or not - Continental TSIO-520-NB
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I'll never say those old A/C engine designs were faultless. Or that lifters, pushrods, and rockers never fail, especially in those ancient engines. In more contemporary engines, though, those parts HAVE evolved, mostly in the details, not any major configurational changes. Lycoming, Continental, etc., likely didn't participate in many of those upgrades due to the numerous FAA bureaucratic hassles involved. The failures you mention, while possible, aren't so widespread as to be noteworthy enough to be a major concern.
What is indisputable is, though, that the configuration is nearly bulletproof in durability overall.
Yeah, **** happens in any design or engine type. Maintenance gets overlooked and faulty parts slip thru the cracks.
One thing I forgot to bring up- lubrication becomes far more critical with overhead cams, bearings, and journals than with roller bearing rocker arms where actual pressure isn't used or needed. Just another OHC complication....
What is indisputable is, though, that the configuration is nearly bulletproof in durability overall.
Yeah, **** happens in any design or engine type. Maintenance gets overlooked and faulty parts slip thru the cracks.
One thing I forgot to bring up- lubrication becomes far more critical with overhead cams, bearings, and journals than with roller bearing rocker arms where actual pressure isn't used or needed. Just another OHC complication....
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If nobody has said it already, the reason the LS1 and other single cam engines aren't overhead cam is to keep the engine NARROW. Want to build a corvette with a 7 liter v8? Sure, with a 2 valve pushrod engine. Overhead cams would make the engine about 8-10 inches wider.
Cars that used overhead cam V8 engines almost universally use STRUT type front suspension. The strut lets you delete the top A-arm of the car and fit things like super wide overhead cam heads and exhaust. This is why you can fit a tall deck big-block in cars like S197 mustangs without getting out the sawzall.
Cars that used overhead cam V8 engines almost universally use STRUT type front suspension. The strut lets you delete the top A-arm of the car and fit things like super wide overhead cam heads and exhaust. This is why you can fit a tall deck big-block in cars like S197 mustangs without getting out the sawzall.
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If nobody has said it already, the reason the LS1 and other single cam engines aren't overhead cam is to keep the engine NARROW. Want to build a corvette with a 7 liter v8? Sure, with a 2 valve pushrod engine. Overhead cams would make the engine about 8-10 inches wider.
Cars that used overhead cam V8 engines almost universally use STRUT type front suspension. The strut lets you delete the top A-arm of the car and fit things like super wide overhead cam heads and exhaust. This is why you can fit a tall deck big-block in cars like S197 mustangs without getting out the sawzall.
Cars that used overhead cam V8 engines almost universally use STRUT type front suspension. The strut lets you delete the top A-arm of the car and fit things like super wide overhead cam heads and exhaust. This is why you can fit a tall deck big-block in cars like S197 mustangs without getting out the sawzall.
A SOHC V8 is much wider than an OHV V8 as Kawboom mentioned. DOHC? Fagedaboutit.... and we have.... LOL!
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Flat Head Engineering Flat Heads Engineering was a company I worked with (EFI and TURBOs).
We made GREAT power with an old design.
Try this, An LS engine with a FLAT head AND the Valves in the crankcase ?
Very LOW Frontial sig.
We made GREAT power with an old design.
Try this, An LS engine with a FLAT head AND the Valves in the crankcase ?
Very LOW Frontial sig.
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BUT it would be more compact.
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Valve Size I/E Valve Size could be EQUAL in your engine, same springs/pressure in you decide to normalize the air
My friend, who had the most successful racing of ALL TIMES, fitted EQUAL-size valves in his block.
What size will you use ?
My friend, who had the most successful racing of ALL TIMES, fitted EQUAL-size valves in his block.
What size will you use ?
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Staging Lane
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From: San Diego, California USA