Bio not provided
@GregSampson As did i... :)
1 year, 11 months ago on In The Moment: Reflecting On Red At The N24
@Vr4joe Indeed i haven't. Haven't worked on a car at all actually.
2 years, 2 months ago on The Triflux
@milkplus Fewer moving parts? How does having a camshaft, pushrods, rockers AND valves come out to fewer moving parts than camshafts and valves? Okay, we're then compating 4 camshafts against one and 32 valves vs. 16 in a V8 engine, but those are the details, that are neccessated by the design itself - the whole point of an OHV is to have one camshaft and it's hard to have 4 valves per cylinder.
@TomHoward They actually do have their advantages. Wiki it up, a 4.6 Modular V( from FOrd has bigger outside dimension than the older 5.0 unit. OHC vs. OHV. There's a simmilar story with GM's OHC vs. LS (OHV) engine (4.something is bigger than a 5.7 LS). OHV gives a much lower height and width due to smaller heads. Though i don't know what happens when you want to cram 4 valves into each cylinder, does OHV work with that?
ComJive the only companies that didn't develop OHC engines are from the US. The European and Japanese comanies almost without exception developed OHC engines. With some nifty improvements as well (variable valve timing, FIAT's MultiAir, etc.).
Maybe for some racing applications, but not much more. For on road applications this is actually quite a horrible layout - you have the intake manifold on the top, which demands raising the bonnet (not possible, since manufacturers are trying to lower them, not always successfully), you'd have spark plugs under the manifold (you'd need to remove it to change them), you need bigger bores to fit in 4 valves, a spark plug AND an injector with modern engine tech - this sin't such a problem by itself, since it has been done, but you need to take into account the manifold, which is still over the whole head. And it only works for a twin turbo setup.
I doubt it'd get much use today, maybe in some racing applications, but that's more or less it. With onroad engines you also have the problem of different engine types, where you use the same block for twin turbo and single turbo variants, you'd have some problems with 2 hot sides (if you want to shoehorn a triflux in a car, designed only for inline engines), etc.
I sound like a pessimist, i know. THese are only the problems i see with todays use. On the other hand i applaud Lancia's engineers for coming up with something like this and i'd actually love to see a modern incarnation of it. It's just that i'm a pesimist when it comes to making something new in this crazy world, where only profits matter. Sadly. :/
I agree with the articles, and stick to the lesser known underground stuff, like this, some other less known machinery, mainly from the 80s, JDMs tuff, etc. And not just engines, technical stuff in general is really cool.
As for the picture, i doubt a wallpaper sized pic is possible, since i think it's a very old photo and comes in this resolution and not much else. At least it's not that useable for modern monitors with high resolutions...
@ArtemShemetenko What do you mean there isn't Looka t the first pic, there is. There's prolly a gear pair inside the casing, that transfers the output shaft a bit higher. It'd be interesting to know why that was done, there has to be a reason.
Oh look, Mangart. Twice if i'm correct!
2 years, 2 months ago on The Strip Club… Project Volvo Wagon