Cam Pushrods Rocker

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Royal Enfield Bullet. What are the first things that come to your mind when these three words are uttered? Slow? Lazy? Cruiser? Yeah, the Bullet is for lazy rides on the highway at a sedate 8okm/h or lugging tens of kilos of luggage and riding up to the Himalayas. But the way you think about the good old Royal Enfield changes after you see a couple of Bullet wheelie videos on YouTube.

Now, we do get to see this kind of action daily on Pulsars and Karizmas but all this on a bike meant for cruising? These stunters are a part of a group of fearless bikers from New Delhi and Punjab for whom the lazy trail and rake set up and the heavy weight of the Bullet is of no bother at all. Pumping the front suspension a couple of times, using the clutch and arms to lift the front and then carrying the bike on a single wheel for a good distance before landing back on the road is something that astonishes us.

We have never seen the Royal Enfield do all this. If this ain't enough, you will notice that in a few videos, the biker actually goes onto scrape the number plate while carrying the bike on one wheel! These guys can be seen quite often on the streets of West Delhi once it gets dark, and more so during the religious 'Nagar Kirtan' processions of the Sikhs. This has become a habit in this regular procession, where not only Bulleteers but riders on scooters and the usual breed of Indian bikes can be seen performing stunts in the middle of the road, which is almost entirely occupied by pedestrians. Dangerous, very dangerous!

When I spoke with them about their skills and riding gear or the lack of it, their faces were beaming and their replies were all about pride and attitude rather than safety. On one hand, the bikers seem to have skills to do all this but on the other (and most important) hand, they are completely devoid of any safety gear. To say the least, all it will take is one tumble to break a couple of bones and drill some lessons into their head.

Till then, may god be with them to take care of them and to help them ameliorate their crazy art of lifting the bikes. Of course, I respect their religious sentiments that hinder them from wearing a turban although I personally do know at least half a dozen Sikh bikers who wear good quality helmets when riding a bike. I have also seen and ridden some real fast Enfields that are modified to compliment the big lump of engine they carry along.

Yes, generally, a Royal Enfield will be made to eat dust by any good 150cc+ bike in India but this particular one, from down south truly goes like a Bullet. The bike is owned by a famous biker, who works for a two-wheeler manufacturer. His doped bike manages to show a clean pair of heels to even a 27bhp odd Hyosung Comet 250. The new breed of 500 LB models are quicker and within a year or two, the fuel injected twin-spark models will also be here in India but in the meantime there is a lot that can be done to make these bikes go faster.

According to various sources on the internet, the most important changes that should be carried out on a regular Bullet are upgrading the carburetor to a 32mm Mikuni Carb, replacing the filter with a performance one and changing the restricted silencer to a semi-free flow one. These three things alone with make a drastic change to the performance and if you're still not happy, you can always opt for more alterations like a high compression ratio piston, stronger CH valves and springs etc, higher lift camshafts, Samrat rockers (much lighter than the standard items), better quality push-rods, stronger connecting rod, high capacity oil pump feed and return, heavy duty clutch and the works.

Plus there is the Hitchcocks' 612cc conversion kit and if you still want to be really extreme, pick the Tollgate Classics 750cc conversion kit. Of course, you will have to shell out a ton of cash for all this but then, who says it's cheap to own a Bullet that goes like one!

Read the complete review of Royal Enfield Bullet Electra along with awesome photographs at Bike Advice

2010 Chevrolet Corvette Grand Sport Test Drive - Z06 Attributes without the Z06 Price

Knowledgeable enthusiasts agree that Chevy's current C6 Corvette is the best ever, and few question that the racer-like limited-production 505-horsepower $75,000 Z06 and the faster-still, and surprisingly refined supercharged 638-horse $108K ZR1 models are the best high-performance sports-car values on the market. But until now, there has been a substantial price gap between the roughly $50K base Corvette and that Z06.

The new 2010 Chevy Grand Sports fill the gap (for just $5-6K premiums above base MSRP) between the most Spartan Vettes and the Z06 and even more expensive ZRI. Chevrolet expects them to account for nearly half of 2010 Corvette sales, and—given their forceful good looks and outstanding performance value—we;see no reason to doubt that prediction.

Purists complain that Corvette V-8s (like Chrysler's HEMI V-8s), with their single camshaft nestled deep in the center of their blocks driving overhead valves through pushrods and rockers, are inefficient "old tech" compared to other modern engines with camshafts mounted atop their heads. Yet the many advantages of cam-in-block construction—including lower cost and complexity, lower weight and center of gravity, easier build and serviceability and smaller overall size for a given displacement—provide truly notable performance for the money. Few complain about this 6.2-liter non-turbo LS3 V-8's prodigious power and torque and surprising fuel efficiency (16/26 EPA city/highway mpg) at the Corvette's fairly affordable price. And if the standard 430 horsepower and 424 lb.-ft. of torque are not sufficient, an optional two-mode exhaust system bumps those impressive numbers to 436 and 428.

Amazingly (at the price), the LS3 engines in six-speed-manual Grand Sports are hand built alongside Z06 and ZR1 V-8s at GM's Wixom, MI special engine build facility and boast racer-like dry sump lubrication with a remote oil reservoir to prevent oil starvation during extended hard cornering, plus a differential cooler and a rear-mounted battery. Also standard with the six-speed manual is a terrific launch control system that modulates full-throttle torque 100 times per second to maximize available traction. The driver can just stand on the gas and side step the clutch for consistent four-second 0-60 launches.

Grand Sport Corvettes roll on large (275/35ZR18 front, 325/30ZR19 rear) high-performance tires on unique alloy wheels with Z06-size brakes: front 14-inch rotors with six-piston calipers and rear 13.4-inch rotors with four-piston calipers. A step above standard Corvettes in performance (thanks to more insistent gearing) and especially in dynamics, they are civilized on the road yet fiercely capable on a track. You could comfortably pilot one to work each day and pound it around a racetrack every weekend.

We tested manual and automatic coupes and convertibles on local roads and freeways, then brutalized manual-shift coupes on GM's Milford, MI high-speed development track, and found much to love and little not to like. On climate-cratered Michigan roads, their ride was controlled but comfortable and compliant. On the track, their handling and stability were near-Z06 awesome. Acceleration was strong from any speed, braking was consistently powerful and stable and steering was crisp and precise. Uphill and down, through hairpins, fast sweepers and tight, tricky esses (with standard stability control on), they took a slight tail-out set powering out of each turn then dug in and rocketed toward the next one.

There is now a well-defined hierarchy within Chevy's 2010 Corvette line-up, beginning with the base coupe at $49,880 MSRP (Manufacturer's Suggested Retail Price) and climbing through the standard convertible at $54,530, the Grand Sport coupe at $55,720 and Grand Sport convertible at $59,530 before jumping to the $75K Z06. Standard on all 2010 Corvettes are keyless access, stability control, side air bags, OnStar with Turn-by-Turn navigation, AM/FM/CD radio with steering wheel controls, launch control (with manual transmission) and steering wheel paddle shifters with optional automatic.

Two available interior packages fill the gap between the standard trim and the posh leather-wrapped cabin, and a Heritage Package adds those front fender stripes and two-tone seats with Grand Sport embroidery. Additional major options include DVD navigation with voice recognition, Bose premium audio with XM Satellite Radio and a six-disc CD changer.

About the Author

autoMedia.com, together with their expert automotive journalists, provides automotive advice you can trust. Original auto reviews and road tests provide accurate and entertaining information to car shoppers and auto enthusiasts. Enjoy more of their popular reviews and get additional information on the 2010 Chevrolet Corvette Grand Sport along with detials on all Chevrolet Models.

Do I need....?

I have a 1964 Ford Galaxie 500 2dr. Fastback. It has a 352 FE w/ an Edelbrock .572 inch lift cam?,Do I need adjustable rocker arms or pushrods? I cannot find either but, I can buy COMP Cams high energy universal push rods will those work?Do I need new valve springs to?(if so what kind)

You can get adjustable rocker for you FE but you really don't need them. As long as you have a flat tappet, hydraulic lifter (and you do), the stock style rockers will work.
Adjustable pushrods are not necessary either. It's really just a waste of money to do all that.
A .572 lift cam could benefit from stronger springs if you plan on pushing it hard, but again, not necessary.
I recently spoke to a man at Dove Engines about upgrading the valve train for my 390 and he suggested a few items to strengthen it, but the stock geometry works fine.
If you're worried about the springs, I suggest you pull the heads and have the local machine shop replace the springs and seals. But do a little homework, ask the shop if they work on FE's, if not go to the next one. You don;t need your vintage heads to be a learning experience for some rookie who has no idea how they work. A great way to be sure is to ask them about the oil galley restrictors, if they knwo what you're talking about then you're in the right place.
That is something you should do if you pull the heads. The oil galley feeding the rocker shafts is too large and the bottom end starves for oil. the machine shop can tap the oil hole and install a restrictor to reduce the flow to the rockers. You will still get enough oil up there while keeping plenty of pressure on the bottom end.

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