Dohc Cylinder Head

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Dohc Cylinder Head
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During the current model year, 2010 Nissan Pathfinder engine options include V6 and V8 designs. The V6 power plant is available on all models, while the V8 option is only available in models restricted to continuous four-wheel drive mode.

The legendary 4.0-liter V6 power plant from last year remains unchanged. The 24-valve cylinder head supports 266 hp while generating 288 ft-lb of torque. The air induction system utilizes variable-flow to optimize back pressure. Valve timing is controlled by a Continuously Variable Valve Timing Control System (CVTCS). Because of the complementary function of these proven features, 2010 Nissan Pathfinder engine options allow all owners to use either regular or premium gas.

The innovative design of the 4.0L power plant insures reliable and brisk performance. To increase power and reduce emissions, all 4.0L models include platinum-tipped spark plugs that reduce fouling and increase performance. An electronic drive-by-wire throttle linkage insures maximum acceleration remains available.

The 5.6-liter V8 option produces 310 hp while generating 388 ft-lb of torque. Four vales per cylinder are synchronized by double-overhead camshafts. In addition, the V8 also increases performance and reduces emissions using a variable intake system, CVTCS and premium spark plugs.

The 2WD-4WD model and the full-time 4WD model are both available with two different transmissions. A 5-speed automatic transmission is standard. Owners may alternatively choose a 5-speed automatic transmission that includes a manual operation mode.

The 2010 Pathfinder incorporates few obvious exterior updates. The distinctive styling characteristics of this SUV remain the same. Rear-door handles are mounted higher than front-door handles in a vertical position. According to the factory, this limits access by small children.

The familiar exterior profile is rugged yet practical. Most shoppers believe the Pathfinder is sufficiently stylish without requiring a complete cosmetic overhaul. Nevertheless, rumors abound regarding future changes despite sustained popularity.

Find out more about Nissan Pathfinder Engine and other industry specific topics.

Review of the Triumph Thruxton 900

Just as much as it is a motorcycle in its own right, Triumph's Thruxton is a time machine. Just admiring a Thruxton from afar will get images of black Brando jackets, oil-spattered leather boots and striving to break 'The Ton' flitting through your mind, while actually taking one for a spin gets the nostalgia flowing in a torrent.

The low-set clip-on 'bars, the gleaming chrome of the bullet headlight and the rasp of the tapered silencers all play their part in sending you back through the decades, when the term 'Café Racer' was born on London's busy city streets, in biker haunts like the Ace Café and the Busy Bee.

Fortunately, although its styling harks back to the days when the British bike industry was king, the Thruxton has its wheels planted firmly in the present.

With an electric start, disc brakes front and rear and modern suspension, this retro street racer gives you all the thrills with none of the heartache - if you're a true purist, you'll even have to place your own pool of oil under this one...

Launched in 2004 and named after the historic British circuit, the Thruxton is basically a café racer version of the marque's leading retro classic, the Bonneville, but with tweaked suspension, brakes and steering geometry, clip-on 'bars, megaphone exhausts, a 'shorty' front guard and a seat hump, the latter simply a cover that comes off to reveal space for a pillion.

The faithful will scorn the lack of a kick-starter, but a press of the button sees the Thruxton readily fire and quickly settle into a steady, throaty burble, care of the optional factory silencers our test bike came fitted with.

On the road its manner are pure modern-day - its preload adjustable suspension does a good job of smoothing the bumps, its disc brakes haul it down from speed well and it tracks a line through a corner beautifully.

It won't keep pace with the big multi-cylinders, but its 69 horses are respectable enough, especially when compared with the outputs of the bikes upon which it's been styled.

Its carburetion is clean, and although redline is an indicated 7500rpm, there's no need to reach these heady heights - riding its meaty mid-range is the order of the day.

For the nit-pickers, there are still a few Thruxton foibles. Firstly, in an absent-minded moment it's possible to cook your left knee on the cylinder head, although this isn't such an issue if you're wearing leathers.

Secondly, the separate steering lock means it's possible to ride off with the steering lock on. Just like the old days, granted, but we've moved on in this respect for good reason.

Finally, the tank filler cap isn't lockable. Maybe not such an issue back in the day, but perhaps a little too tempting these days for some light-finger with too much time on their hands, even if their aim is purely to cause annoyance and aggravation...

For those with an affinity with café racer-style bikes of the 60's and 70's, the Triumph Thruxton 900 offers a truly modern package with the style and edge of yesteryear. It's a potent combination, and one that I'm sure will keep the café racer ethos alive and well for many years to come.

SPECS: Triumph Thruxton 900
Engine: 865cc, air-cooled, four-stroke, DOHC, eight-valve, parallel-twin
Bore and stroke: 90 x 68mm
Compression: 9.2:1
Fuel system: twin Keihin carburettors
Power: 69bhp @ 7200rpm
Torque: 72Nm @ 6400rpm
Transmission: five-speed
Frame: tubular steel cradle
Front brake: single 320mm disc with twin-piston Nissin caliper
Rear brake: single 255mm disc with twin-piston Nissin caliper
Front suspension: 41mm forks, adjustable for preload
Rear suspension: twin shocks, adjustable for preload
Wheels: spoked alloy
Tyres: Metzeler ME33 Laser; 100/90-18 front, 130/80R17 rear
Seat height: 790mm
Wheelbase: 1490mm
Claimed dry weight: 205kg
Fuel tank: 16.6L
Price: $13,990 plus ORC
Colours: Tornado Red or Jet Black
Warranty: 24 months/unlimited kilometres

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InsureMyRide only covers private motorbikes.

RPM's too high, Could this be...?

...a result of something the mechanic may or may not have done while changing out my cylinder head? I have a 1995 BMW 318ti, four cylinder, DOHC, manual transmission. Before I had this work done the RPM's were about 500 (or more) lower in any given gear, especially the higher ones. I am concerned that while he had the engine apart he could have possibly done something else (inadvertantly, accidently) in the process.
Could it be as easy as adjusting the idle? It does nto seem to be idling high when I am in neutral.

There is no possible way anything done to the engine will effect the gear ratio in the transmission. Check speed sensor, or your tachometer.

Auto Review: 2011 Ford Fiesta: A must-drive small car
Ford has a heck of a car here, one that consumers worrying about the price of gasoline, or seeking a back-to-college car for the offspring, should put at the top of their list.

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