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Difference between revisions of "Harley-Davidson Evolution"
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Most analysts consider the Evolution to be the engine that saved the reorganized Harley-Davidson company from certain bankruptcy. Harley-Davidson's official name for the engine was likely related to the company's reformed image following the [[Harley-davidson buyback from AMF|1981 employee-led buyback from AMF]]. The nick-name "Blockhead" is derived from the tradition of nick-naming Harley-Davidson engines based on their rocker box shape, which on the Evolution are distinctly rectangular. | Most analysts consider the Evolution to be the engine that saved the reorganized Harley-Davidson company from certain bankruptcy. Harley-Davidson's official name for the engine was likely related to the company's reformed image following the [[Harley-davidson buyback from AMF|1981 employee-led buyback from AMF]]. The nick-name "Blockhead" is derived from the tradition of nick-naming Harley-Davidson engines based on their rocker box shape, which on the Evolution are distinctly rectangular. | ||
Though a major design advance for Harley-Davidson in many ways, the Evolution is most distinct from earlier Harley-Davidson engine designs by virtue of its reliability, oil tightness, and ability to be run hard under all kinds of circumstances for tens of thousands of miles farther than any of its predecessors. Both the heads and cylinders of the Evolution engine are made from aluminum, which is both lighter than iron (reducing overall vehicle weight) and a superior thermal conductor to iron (improving [[air cooling]] efficiency). A problem is avoided thereby which occurs when the heads and cylinders are of different materials. They expand and contract at different rates which induces a relative motion; this motion ruins the gasket seal and necessitates replacement.<ref>[http://www.accubiltonline.com/ Accubilt Online<!-- Bot generated title -->]</ref> In water-cooled vehicles the oil and water will often mix and contribute to lubrication failure and engine destruction. The blocky rocker boxes, aluminum heads and cylinders (also referred to as "jugs") are the only part of the Evolution engine that can be said to be essential; the Big Twin and [[Harley-Davidson Sportster|Sportster]] incarnations of the Evolution are significantly different. | Though a major design advance for Harley-Davidson in many ways, the Evolution is most distinct from earlier Harley-Davidson engine designs by virtue of its reliability, oil tightness, and ability to be run hard under all kinds of circumstances for tens of thousands of miles farther than any of its predecessors. Both the heads and cylinders of the Evolution engine are made from aluminum, which is both lighter than iron (reducing overall vehicle weight) and a superior thermal conductor to iron (improving [[air cooling]] efficiency). A problem is avoided thereby which occurs when the heads and cylinders are of different materials. They expand and contract at different rates which induces a relative motion; this motion ruins the gasket seal and necessitates replacement.<ref>[http://www.accubiltonline.com/ Accubilt Online<!-- Bot generated title -->]</ref> In [[water-cooled]] vehicles the oil and water will often mix and contribute to lubrication failure and engine destruction. The blocky rocker boxes, aluminum heads and cylinders (also referred to as "jugs") are the only part of the Evolution engine that can be said to be essential; the Big Twin and [[Harley-Davidson Sportster|Sportster]] incarnations of the Evolution are significantly different. | ||
==Evolution on the Sportster== | ==Evolution on the Sportster== | ||
[[Image:Harley_V-twin_w_valvediagram.jpg|thumb|Above, a color-coded approximate diagram of the Sportster Evolution valvetrain superimposed over an image of a Sportster Evolution. Crank output is purple; cams are red; pushrod/lifters are yellow; rockers are blue; valves are dark green, with seats shown in light green.]] | [[Image:Harley_V-twin_w_valvediagram.jpg|thumb|Above, a color-coded approximate diagram of the Sportster Evolution [[valvetrain]] superimposed over an image of a Sportster Evolution. Crank output is purple; cams are red; pushrod/lifters are yellow; rockers are blue; valves are dark green, with seats shown in light green.]] | ||
The quasi- | The quasi-unit construction of the Harley-Davidson [[Harley-Davidson Sportster|Sportster]], which has been part and parcel with the highly-successful model line since its inception, was retained with the Evolution engine upgrade in 1986, resulting in a unique [[valvetrain]] configuration. Unlike almost any other engine in production today, the Sportster Evolution uses one cam per engine [[overhead valve]], resulting in four individual, single-lobe, gear-driven [[camshafts]]. The cam lobes are thus all located one behind another, and [[pushrods]] are arrayed in parallel fashion as a result. This allows each lifter and pushrod to deflect from the cam lobes perpendicular to the lobe plane. This configuration is friendly to radical, high-output cams, making the Sportster Evolution a natural choice for the [[Harley-Davidson]]-owned line of [[Buell]] [[sportbikes]] from 1986 up to 2003. | ||
The Sportster Evolution engine has remained largely unchanged from 1986 to 2006, though changes to the transmission, final drive and motor mounts have necessitated changes to the Sportster Evolution case. Construction is almost entirely the same between 883 cc and 1200 cc versions; the chief difference between the two is a much smaller bore on the 883 cc, along with slightly different heads. Conversions from 883 cc to 1200 cc are relatively inexpensive and commonplace. Until 2007, all Sportster Evolution engines (and in fact, all Sportster engines of any kind) were only built with carburetors; today, however, all new Sportster models come standard with [[fuel injection|fuel-injected]] Evolution engines. | The Sportster Evolution engine has remained largely unchanged from 1986 to 2006, though changes to the transmission, final drive and motor mounts have necessitated changes to the Sportster Evolution case. Construction is almost entirely the same between 883 cc and 1200 cc versions; the chief difference between the two is a much smaller bore on the 883 cc, along with slightly different heads. Conversions from 883 cc to 1200 cc are relatively inexpensive and commonplace. Until 2007, all Sportster Evolution engines (and in fact, all Sportster engines of any kind) were only built with carburetors; today, however, all new Sportster models come standard with [[fuel injection|fuel-injected]] Evolution engines. | ||