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Somone was thinking right! Cannot understand why Guzzi did not use a single throttle body with port injectors? - What synchronization? What idle balance? TPS and done. And, since we're reinventing the wheel, why not a 4V pushrod head? Although it would sacrifice some, the original port openings could be used. Just different (lighter) pistons to match the pent roof heads.

Oh, daydreaming can end so abruptly and unsatisfyingly.

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On 8/21/2020 at 5:54 AM, po18guy said:

Somone was thinking right! Cannot understand why Guzzi did not use a single throttle body with port injectors? - What synchronization? What idle balance? TPS and done. And, since we're reinventing the wheel, why not a 4V pushrod head? Although it would sacrifice some, the original port openings could be used. Just different (lighter) pistons to match the pent roof heads.

Oh, daydreaming can end so abruptly and unsatisfyingly.

Errrrrr? That is exactly what they did with the Cali 1400 motor apart from the fact it uses a hi-cam motor rather than pushrods.

The twin TB 5AM setup used on the 1200's is, IMHO, much betterer.

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2 hours ago, pete roper said:

Errrrrr? That is exactly what they did with the Cali 1400 motor apart from the fact it uses a hi-cam motor rather than pushrods.

The twin TB 5AM setup used on the 1200's is, IMHO, much betterer.

My point is that if you bin the high cams and all of their drive bits, and just use the same old cam that rests where it always has, and pushrods the same length they've always been, there is less complication, less leaks, less maintenance. You have an 8V motor with the same redline. I am thinking aftermarket retrofit onto V11s. Keep the hard points of intake and exhaust port the same. Different head casting and pistons and you have an 8V with an 8K redline. Just musing here. But - Krauser did 4V heads for the air-head Beemers back in the 80s, and it was more difficult IIRC, as there was a pushrod angularity problem. Not so here. 

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46 minutes ago, po18guy said:

My point is that if you bin the high cams and all of their drive bits, and just use the same old cam that rests where it always has, and pushrods the same length they've always been, there is less complication, less leaks, less maintenance. You have an 8V motor with the same redline. I am thinking aftermarket retrofit onto V11s. Keep the hard points of intake and exhaust port the same. Different head casting and pistons and you have an 8V with an 8K redline. Just musing here. But - Krauser did 4V heads for the air-head Beemers back in the 80s, and it was more difficult IIRC, as there was a pushrod angularity problem. Not so here. 

The Griso 1200 is the best solution. The camshaft is now a jackshaft driven from the front by gears and driving camchains from the rear to high cam heads. Water cooled, 4 valve high cam with the drive from the rear of the cylinders, roller lifters, no pushrods, compact heads. It's a much better engine than the Daytona. Not as good looking but far superior.

Seriously, air cooled engines these days are a bit silly as are 2 valve heads and pushrods. If you like the looks then still have some decorative fins but the advantages of water cooling are so great that using air cooling makes no sense at all.

What Guzzi could have done in the 90's was a Griso style rear drive via chains to 4 valve hi cam air cooled heads. Alas they didn't have the budget to cast up all new cases so they used std big block cases and so were limited to driving the cams front the front.

The MGS-01 ditched the jackshaft ( which replaced the cam shaft) and used a short stub shaft supported by a ball bearing in the cases where the front jackshaft plain bearing was and also used a needle bearing in the end of the camshafts instead of the plain bearings.

Ciao

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