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Another improvement was use of a hydraulic lifter/roller camshaft on most 1987 LG4s. Some early engines have lifter retainer provisions, but use the older, non-roller camshaft. 1987 would also be the last year for the LG4 production, however a run of LG4 engines was made to supplement the carry-over production for the 1988 Monte Carlo and the ...
However, the cast nodular iron camshaft was of the "roller" type, with each lobe acting upon a hydraulic lifter with a roller bearing on the bottom; this made for a quieter, cooler-running valvetrain, but also allowed for a more aggressive valve lift. Each of the lifters acted upon a steel pushrod, which were of the "oil-through" type.
[2] [dubious – discuss] Isky also offered the first camshafts designed to work with hydraulic lifters. [2] To serve the burgeoning new supercharged fuel dragsters, he developed better lifters, drop-in self-locking roller lifters, and anti-pump-up hydraulic lifters (suitable for high-rev use). [2]
The 90° V6 engine uses the same transmission bellhousing pattern as the Chevrolet small-block V8 engine. The oil pan dipstick is located on the passenger side above the oil pan rail; this design was phased in on both the 90° V6 and Small Block Chevrolet assembly lines (for engines manufactured after 1979) sharing the same casting dies.
These engines differed only in that the L78 had a solid-lifter camshaft, while the L37 had a hydraulic lifter cam shaft. In 1966 the L78 was available exclusively in the intermediate line. For 1967 the engine was additionally available in Chevrolet's new pony car, the Camaro. The following year the motor became available in the compact Chevy II ...
The valves are actuated by hydraulically adjusted rocker arms with roller cam followers. The SRT-4, PT Cruiser Turbo, Cirrus LXi [México only] and Stratus R/T [México only] use the same engine block and heads. EDV 2.4L DOHC Turbocharged engine used in a Mexicans Stratus R/T & Cirrus (2001-2006)