Direct Injection Compatible with Pushrods?
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From: Santa Clara, CA
Direct Injection Compatible with Pushrods?
Does anyone know if a standard single camshaft pushrod engine is compatible with direct injection?
From what I've seen, the newer direct injection engines from VW and Toyota have very impressive power and fuel efficiency. I'm guessing that in a few years, it will be as common as variable valve timing is today, and a few years after that, as common as fuel injection is today (at least on gasoline-powered piston engines).
What I'm wondering is if this means the end of the LS engine architecture?
It seems to me that the main advantage of the extra camshaft(s) is that you can vary the valve timing between intake and exhaust more easily than with a single cam for intake and exhaust valves -- I don't know if that's necessary for DI.
From what I've seen, the newer direct injection engines from VW and Toyota have very impressive power and fuel efficiency. I'm guessing that in a few years, it will be as common as variable valve timing is today, and a few years after that, as common as fuel injection is today (at least on gasoline-powered piston engines).
What I'm wondering is if this means the end of the LS engine architecture?
It seems to me that the main advantage of the extra camshaft(s) is that you can vary the valve timing between intake and exhaust more easily than with a single cam for intake and exhaust valves -- I don't know if that's necessary for DI.
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From: SeVa
Re: Direct Injection Compatible with Pushrods?
As long as you can fit the injector in there somewhere its compatible. Aren't there some alchohol V8s running direct injection with a parrallel valve head? I think the injector is plumbed in from the exhaust side?
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From: Long Beach, CA
Re: Direct Injection Compatible with Pushrods?
It is compatible. Remember the XV8? It had direct injection. Also, most newer domestic diesel engines use DI, and all are OHV.
http://www.acarplace.com/brands/gm/xv8-engine.html
http://www.acarplace.com/brands/gm/xv8-engine.html
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From: Santa Clara, CA
Re: Direct Injection Compatible with Pushrods?
Originally Posted by Demon_Cleaner
It is compatible. Remember the XV8? It had direct injection. Also, most newer domestic diesel engines use DI, and all are OHV.
http://www.acarplace.com/brands/gm/xv8-engine.html
http://www.acarplace.com/brands/gm/xv8-engine.html
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From: Pewee Valley, KY
Re: Direct Injection Compatible with Pushrods?
Originally Posted by teal98
As far as I know, separate intake and exhaust valve timing adjustment requires separate cams.
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From: SeVa
Re: Direct Injection Compatible with Pushrods?
IMO using 2 cams would be easier in a vertical arrangement for an OHV engine, interestingly Ford had a twin cam in block engine called the "calliope" I beleive it also had three valves per cylinder
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Re: Direct Injection Compatible with Pushrods?
Originally Posted by bossco
IMO using 2 cams would be easier in a vertical arrangement for an OHV engine, interestingly Ford had a twin cam in block engine called the "calliope" I beleive it also had three valves per cylinder
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Re: Direct Injection Compatible with Pushrods?
Originally Posted by bossco
IMO using 2 cams would be easier in a vertical arrangement for an OHV engine, interestingly Ford had a twin cam in block engine called the "calliope" I beleive it also had three valves per cylinder
A little read
427 3-valve "Calliope"
This engine was intended to run at LeMans, but rule changes outlawed it before it was ever fired. Displacing 427 cubic inches, it was out of place in a class limited to 183 CID. Two engines were produced. One even made it into a test car.
Even though mainly of aluminum construction, this monster weighed 577 lbs.
But it was no boat anchor. The Calliope produced 630 (supposedly reliable) horsepower at 6400 RPM.
While displacing 427 cubic inches, the Calliope was no FE family engine. It used an aluminum block engine with cast iron cylinder liners. Bore was 4.34", stroke was 3.60". The unique feature of this engine are its twin camshafts, one for the intake valves and one for the exhaust. Both are in the block in an over-under arrangement. The intake camshaft lies 6" above the crankshaft centerline. Pushrods from the intake cam run parallel to the cylinder bores. The exhaust camshaft is found 4.5" above the intake cam. Its pushrods lie in a horizontal plane. The camshafts are driven by chains as are the pressure and scavenge pumps for the dry-sump oiling system.
The aluminum cylinder heads feature 3 valves per cylinder, two intakes and a single exhaust, in a pent-roof combustion chamber. The heads are sealed with copper O-rings. No intake manifold is used. Hilborn style injection stacks are cast integrally with the cylinder head. No coolant passes between the block and heads. External water lines are used instead. To shorten the engine to assist in fitting it to the racecar chassis, the standard front mounted water pump is replaced by two pumps on the cylinder banks, similar to the scheme used on the Flathead V-8.
This engine was intended to run at LeMans, but rule changes outlawed it before it was ever fired. Displacing 427 cubic inches, it was out of place in a class limited to 183 CID. Two engines were produced. One even made it into a test car.
Even though mainly of aluminum construction, this monster weighed 577 lbs.
But it was no boat anchor. The Calliope produced 630 (supposedly reliable) horsepower at 6400 RPM.
While displacing 427 cubic inches, the Calliope was no FE family engine. It used an aluminum block engine with cast iron cylinder liners. Bore was 4.34", stroke was 3.60". The unique feature of this engine are its twin camshafts, one for the intake valves and one for the exhaust. Both are in the block in an over-under arrangement. The intake camshaft lies 6" above the crankshaft centerline. Pushrods from the intake cam run parallel to the cylinder bores. The exhaust camshaft is found 4.5" above the intake cam. Its pushrods lie in a horizontal plane. The camshafts are driven by chains as are the pressure and scavenge pumps for the dry-sump oiling system.
The aluminum cylinder heads feature 3 valves per cylinder, two intakes and a single exhaust, in a pent-roof combustion chamber. The heads are sealed with copper O-rings. No intake manifold is used. Hilborn style injection stacks are cast integrally with the cylinder head. No coolant passes between the block and heads. External water lines are used instead. To shorten the engine to assist in fitting it to the racecar chassis, the standard front mounted water pump is replaced by two pumps on the cylinder banks, similar to the scheme used on the Flathead V-8.
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