Scms College of Polytechnics, Vaikkara Shim Underbucket Technology

SCMS COLLEGE OF POLYTECHNICS, VAIKKARA SHIM UNDERBUCKET TECHNOLOGY
CHAPTER 1
INTRODUCTION
Through the years, automobile manufacturers have devised various ways of

keeping valves properly adjusted. With each passing year, more and more bikes
switch to a shim-under-bucket arrangement. The poppet valves need adjustment,
and what brought shims and buckets to their status as king of the heap.
Valves live in the cylinder head, and a valve spring normally holds them closed.
They have two tasks: Valves seal the combustion chamber, and either admits air
and fuel into the engine (intake valves) or let exhaust gases escape (exhaust
valves). If the engine is not a rotary or a two-smoker, the camshaft determines
when the valves open (and snap closed) with its eccentric lobes. Depending on the
engine, various linkages may be employed between the two, like rocker arms or
pushrods.
Fig 1.1 Cylinder head
In an internal combustion engine, the “Poppet Valve” performed the opening of

the cylinder to inlet or exhaust manifold at the correct moment. Generally, the face
of the valve is ground at 45 degrees but in some cases, it is also ground at 30
degrees.
DEPT OF AUTOMOBILE ENGINEERING Page 1

VALVE SHIM is a disc of hardened metal of precisely calibrated height, used to

adjust the clearance between the back side of the cam-lobe and the valve on which
it operates, where the cam-lobe operates directly on the valve without an
intermediate rocker arm. SHIM UNDER BUCKET TECHNOLOGY brings us to valves
set with shims under the buckets, the prevalent method of adjusting valves on
modern bikes. A shim-under-bucket setup uses the bucket to shroud the shim. By
virtue of the bucket’s protective “walls,” the shim cannot be “spat out” by the
camshaft. Additionally, shims can also be made smaller in diameter, which reduces
valve-train weight - a huge consideration when every last pony is being extracted
from an engine.

CHAPTER 2
INTRODUCTION TO VALVE MECHANISM
In an internal combustion engine, the “Poppet Valve” performed the opening of

the cylinder to inlet or exhaust manifold at the correct moment. Generally, the face
of the valve is ground at 45 degrees but in some cases, it is also ground at 30
degrees.
Fig 1.2 Side-cam with pushrod and rockers
In this valve mechanism, a push rod and a rocker arm, to push the valve against the
spring pressure are required. The rocker arm rotates about the rocker arm shaft
under the force exerted by the push rod. The clearance in this valve mechanism is
kept between the rocker arm and the valve stem. This can be adjusted by the screw
adjuster also.
A suitable gear train or chain is provided to convert the drive from crankshaft to
camshaft. In high-speed engines, the frequency of vibration of the valve spring
coincides with the normal operating frequency of the valve hence leads to
resonance and increasing the surging effect. To overcome this problem, nowadays

compound spring is used. Compound spring means “One spring within the other of
different natural frequencies”.
Valve Timing Diagram
Suction Stroke - The engine cycle starts with this stroke, Inlet valve opens as the
piston which is at TDC starts moving towards BDC and the air-fuel mixture in
case of petrol and fresh air in case of diesel engine starts entering the cylinder, till
the piston moves to BDC.
Compression Stroke - After the suction stroke the piston again starts moving
from BDC to TDC in order to compress the air-fuel (petrol engine) and fresh air

(diesel engine) which in turn raises the pressure inside the cylinder which is
essential for the combustion of the fuel.
The inlet valve closes during this operation to provide seizure of the chamber for
the compression of the fuel.
Expansion Stroke - After compressing the fuel, The combustion of the fuel takes
place which in turn pushes the piston which is at TDC towards BDC in order to
release the pressure developed by the combustion and output is obtained.
 In petrol engine combustion takes place due to the spark produced by the
spark plug. In petrol engine the air and fuel charge enters the cylinder
during suction stroke.
 In diesel engine combustion occurs due to the high compression provided
by the compression stroke which is responsible for raising the temperature
inside cylinder up to auto-ignition temperature of the diesel and air
charge. In diesel engine the fresh air enters inside the cylinder during
suction stroke and the fuel is sprayed by the fuel injectors over the air.
Exhaust Stroke - After expansion stroke the piston which is at BDC starts moving
towards TDC followed by the opening of exhaust valve for the removal of the
combustion residual.
Exhaust valve closes after the piston reaches TDC.
Intake and Exhaust Valves
Engine valves are located in the cylinder head. The main function of the engine
valves is to let air in and out of the cylinders. That air is used to help ignite the fuel
which will drive the pistons up and down.

There are two types of engine valves;

Intake and Exhaust valves
The intake valves of course let air in, and the exhaust valves let exhaust air out.
The more air you can move air in and out of the engine the more efficient, and
therefor power the engine will have. This is why the engine valve plays a pretty
critical role in an engine’s performance.
Pistons travel up and down inside cylinders. At the top of the pistons journey are
the valves. There are a varying number of valves depending on the manufacturer.
As the piston is at the bottom of the cylinder, the intake valve opens to let air in, it
then closes so the cylinder is air tight to build compression. Once the piston goes
through the compression and firing stroke, the exhaust valve will open and let the
exhaust out. It then closes immediately after. There is a shaft that pushes on the all
the valves called a cam shaft.
Valve assembly parts
Engine valves are used in engines to allow air or air-fuel mixture to enter into the
cylinder (through inlet valve) and also to push exhaust gases (through outlet valve)
from the cylinder at a specific time during the engine cycle. To have complete
contact between the valve and engine surface (head), an accurately faced surface is
provided which is known as valve seat. For inlet valves, the seat surface is directly
machined on the engine head and is also known as integral seats. However, special

seat inserts are used for exhaust valves as these are continuously exposed high
temperature and thermal stress.
The stem of the valve needs to move up and down without any deviation from its
axis. Since, these stems are subjected to side thrust also, the valve guides are
provided to maintain its alignment. Sometimes, these guides are the direct holes in
the engine block. However, separate valve guides have also been used as inserts
which are cylindrical in shape. The clearance between the valve stem and guide is
kept optimum / sufficient to maintain lubrication film around the stem surface.
Valve spring (helical) is used to keep valve in regular contact with the tappet and
the tappet with the cam. These valve springs should be fatigue resistant and are
made up of high grade spring steel wire, hard-drawn steel or chrome-vanadium
steel.
Valve actuation
A complete mechanism is involved in actuating the inlet and exhaust valves
(opening & closing) through the motion of different components come in valve
train. A cam is used as a drive to actuate the valve and this cam rotates at half of
the speed of crankshaft in a four stroke engine. Following are the various
components of valve train.
i) Camshaft
ii) Tappet
iii) Push rod
iv) Rocker arm
v) Valves
Camshaft: Camshaft is a shaft in which cams are provided as integral part of the
shaft. Separate cam is provided for each valve (inlet and exhaust). Cam has it path
profile having high spot known as nose and the lowest point termed as base. These
two points’ nose and base corresponds to fully opened and closing of valves
respectively. The cam profile is provided to have smooth rise (opening) and fall
(closing) of valves. The cam is a rotating element which generates the
reciprocating motion to the follower which is known as push rod in a plane at right
angle to the cam axis. Cam shaft is also used to drive fuel pump. Camshaft is made
up of forged alloy steel which is case hardened.
Tappet: This is also known as cam follower or valve lifter which follows the
shape of the cam to provide reciprocating motion to the valves by conversing
angular/rotating motion of the cam shaft. The tappet is placed in between the cam
and the push rod which helps in preventing the side thrust to be exerted from the
cam on the push rod. Some clearance is provided between the cam and tappet to
take care of thermal expansion and this clearance is known as valve lash.
Push rod: The reciprocating motion of the push rod actuates the rocker arm which
moves in an arc about its pivot. Push rods are made of carbon-manganese steel.
Rocker arm: The rocker arm is used to convert the upward movement of push rod
to the downward movement of the valve (opening up) and also the downward

movement of pushrod to upward movement of valve (closing down). The rocker

arm can be made of either hollow or solid material. The rocker arms are pivoted to
rocker shaft which also provides lubrication
Valves: Although various types of valves are available but poppet valves are the
most commonly used engines valves being used in engines these days. These
poppet valves are also known as mushroom valves as its shape resembles to the
mushroom having head and stem. Generally, inlet valves are larger in size to
enhance the air intake and exhaust valves are made relatively harder than the inlet
valves as these are exposed to hot exhaust gases always.
Exhaust valves are made up of special material i.e. austenitic steels and
precipitation hardening steel which should have high strength to resist tensile
loads, wear resistance due to heat, corrosion resistance, low coefficient of thermal
expansion and high thermal conductivity. Since, the valve temperature reaches to
several hundred (7500C), valve cooling is also essential for which valve stems are
sometimes filled with sodium (which has high thermal conductivity).

CHAPTER 3
INTRODUCTION TO VALVE SHIMS
A valve shim is a disc of hardened metal of precisely calibrated height, used to

adjust the clearance (US: lash) between the back side of the cam-lobe and the
valve on which it operates, where the cam-lobe operates directly on the valve
without an intermediate rocker arm. The shim sits atop a shim bucket which itself
sits atop the valve-stem, and moves up and down within a machined bore. While
hydraulically self-adjusting valves are sometimes preferred, because they require
no adjustment, they do not work well in engines capable of high RPMs. In those,
shims are most often used. As an example, most motorcycle engines capable of
8000RPM+ use shim-adjustable valves.
A top-hat shim (US: lash cap) is a small, inverted, hardened-metal cup, placed atop
a valve stem in an internal combustion engine. Varying thicknesses of top-hat
shims are used to adjust valve clearances in much the same way as standard flat
disc shims (as used in Fiat SOHC/DOHC, Volvo, and early Jaguar engines), where
the cam-lobe operates directly on the valve without an intermediate rocker arm.
Top-hat shims offer a dramatic weight-reduction over standard disc shims, and are
used where valve-train weight reduction is important (i.e. high-performance road-
and race-orientated engines).
In competition engines, where aggressive cam action is common, top-hat shims are
used to protect the tip of the valve stem. For this reason [clarification needed] they
are necessary with titanium valves.
Top-hat shims are also often used to attain a required valve-stem protrusion.

CHAPTER 4
PRODUCTION OF SHIMS
Custom Shims
Custom shims or specialty shims are often required by manufacturers in runs from
tens to thousands. The come in all shapes and sizes and are made from a wide
range of materials. The one characteristic that is common among most of them is
that they are flat and made from sheet material. DATRON high speed milling
machines equipped with integrated vacuum tables provide a high level of quality
and efficiency to the production of custom shims.
The vacuum table allows the operator to quickly secure sheet material from plastic
foils as thin as 0.001” up to 0.250” aluminum sheets. This vacuum table features
airflow-optimized ports, with recessed chambers, to provide superior vacuum
distribution. A low cost, gas-permeable substrate serves as a sacrificial vacuum
diffuser, allowing the cutter to machine through the work piece, without cutting
into the table.
Aviation/Aerospace Shims:
Within the aerospace industry shims are used in a broad range of applications, like
motor and vibration mounts, washers and seals. The requirement for physical
characteristics such as corrosion resistance, EMI/RFI protection and strength or
durability typically dictate the material used. Common aerospace shim materials
include stainless steel, aluminum, brass, copper, carbon steel, titanium and nickel
alloys.

Gearbox Shims:
Gearbox shims are often used to reduce stress or friction and to minimize noise.
Since the gearboxes in many machines are small, the gears and shims are small as
well. Therefore the cutting tools used to machine them are small and running small
tools is where DATRON high speed milling machines excel. For larger gearbox
shims, manufacturers can benefit from the large work envelope of DATRON
milling machines like the M8Cube that provides and ample 40" x 32" X, Y travel
that can be used to mill larger shims or batch machine many shims in a single
production run. The list of materials used for gearbox shims very long and
included metals, plastics and composite materials.
Custom Shim Materials:

302 Stainless Steel
304 Stainless Steel
316 Stainless Steel
410 Stainless Steel
Acrylic
Aluminum
Brass
Carbon Steel
Copper
Hastelloy
Inconel
Lead
Nickel
Nylon
Phenolic
Stainless Steel
Steel

CHAPTER 5
VALVE ADJUSTERS
Shim-under-bucket adjusters
This brings us to valves set with shims under the buckets, the prevalent method of
adjusting valves on modern bikes. A shim-under-bucket setup uses the bucket to
shroud the shim. By virtue of the bucket’s protective “walls,” the shim cannot be
“spat out” by the camshaft. Additionally, shims can also be made smaller in
diameter, which reduces valve train weight - a huge consideration when every last
pony is being extracted from an engine. So when it comes to valves on modern
motorcycles that are why things are the way they are.
Engineers have gone to some pretty great lengths to correctly maintain a few
thousandths of an inch of space between vital engine components, which should
encourage you to check and adjust your valves.

Hydraulic tappets or lifters

Found primarily on Harley-Davidsons and other low-revving V-twins, these use
pressurized engine oil to automatically provide clearance between the rocker arm
tip and the valve stem. Valve adjustment occurs automatically every time you ride.
(Despite this, my poor wife is still appalled at how often I’m in the garage to
“adjust some valves.”)
Hydraulic lifters as we know them have been in use since the Pan Head days for
ease of maintenance (and is the norm in car engines). They do a great job setting
the clearance, but by relying on pressurized oil to get the job done, they take a split
second more to set that clearance. That split second is a lot of time, though, on a
modern engine that might spin upwards of 15,000 rpm. This is why their use is
relegated to reasonably slow-moving engines, such as Harleys that generally
redline in the neighborhood of 5,000 or 6,000 rpm. A notable exception to this
general rule was Honda CB750 Nighthawk, which eked out an 11,000 rpm redline
in spite of its hydro lifters. The Nighthawk gave up some performance in favor of
reduced maintenance.

Desmodromic valves
Found almost exclusively on Ducati’s, these valves have no springs. The cam both
opens and closes the valves, so both clearances must be adjusted. For that reason,
the best way to adjust these valves is to pour a cup of espresso and watch the tech
adjust them through the waiting room window.
Ducati’s desmodromic valves were originally designed to sidestep performance

barriers imposed by early valve springs. Metallurgy, cam design, and better
understanding of cam timing rendered most of those problems moot, but Ducati
stuck with the system, which is now part of the company's identity, like V-twins
for Harley.
Screw-and-locknut adjusters
This was the dominant style of adjuster found in most early Japanese bikes,
because their design usually puts the cam over the head. (Known as “overhead
cams”, this engine layout is the main competitor to pushrod designs, favored by

marques like Harley, that locate the cam down in the belly of the engine.) All parts
necessary for adjusting are self-contained. Thus, they typically do not require
additional parts other than the occasional gasket for service access.
Screw-and-locknut adjusters are easily serviced by home mechanics and shop

wrenches alike. As the name implies, a threaded adjuster located on the rockers is
turned to achieve the correct lash, and a locknut holds the adjuster in position. The
adjustment parts are self-contained, so the mechanic doesn't have to supply parts,
other than maybe an odd gasket. Screw-and-locknut adjusters were (and still are)
used in applications where maximum performance is not the sole focus: Think
dual-sports, some big-bore naked bikes, and small-displacement commuter or
learner bikes.
Shim-over-bucket adjusters
In this design, an inverted “bucket” sits over the valve stem, and a shim sits atop
the bucket to create the necessary lash. One can’t really “adjust” the valve lash on
this setup. To change the clearance, the shim is replaced with one of a different
thickness. Shims are readily available at most motorcycle shops and dealers.
The shim-over-bucket setup became the preferred method because engineers

wanted to eliminate rocker arms. Rather than actuating valves with a rocker arm,
the cam itself opens the valve. This lightens the valve train (freeing up
horsepower), allows for more precise valve timing, and also leads to longer valve
inspection and adjustment intervals, because there are fewer parts to wear. (Ever-
improving valve seat metallurgy simultaneously helped.) Extended valve
adjustment intervals ease some of the pain caused by newer designs that require
more time spent removing bodywork and tightly packaged engines with difficult
access.
There's a potential problem with shim-over-bucket adjusters in high-performance

engines, however. There are times when an engine can spin so fast that the valve

spring cannot snap the valve closed before the cam attempts to open it again.
Effectively, for a split second, no load is placed upon the valve by the spring. (The
phenomenon is known as valve float.) That lack of spring pressure, coupled with
the rotational “wiping” action of the cam lobe, can actually “shoot” a shim out of
its captive spot on top of the bucket, eliminating clearance entirely! See the
illustration above.

CHAPTER 6
OHC ENGINES
Over Head Camshaft engines (OHC) have their camshafts positioned in the
cylinder head above the combustion chamber. Valves are located in the roof of the
combustion chamber to offer the same combustion related advantages as OHV
engines. The Over Head Camshaft layout builds on these advantages by reducing
the number of valve train components and allowing them to be lighter and
stronger, thereby making the engine more compact and lightweight overall. By
combination of an L-shaped rocker arm and single-cam camshaft, it has become
possible to locate the cam pulley on the side of the cylinder head so that the overall
engine height could be reduced in comparison to a conventional Over Head
Camshaft engine. By the use of an OHC mechanism and a timing belt in oil
configuration, lubrication around the cam and the valves is done by the oil rotating
with the belt.

Compared with OHV pushrod systems with the same number of valves, the
reciprocating components of the OHC system are fewer and have a lower overall
mass. Though the system that drives the camshafts may be more complex, most
engine manufacturers accept that added complexity as a trade-off for better engine
performance and greater design flexibility. The fundamental reason for the OHC
valvetrain is that it offers an increase in the engine's ability to exchange induction
and exhaust gases (this exchange is sometimes known as "engine breathing").
Another performance advantage is gained as a result of the better optimized port
configurations made possible with overhead camshaft designs. With no intrusive
pushrods, the overhead camshaft cylinder head design can use straighter ports of
more advantageous cross-section and length. The OHC design allows for higher
engine speeds than comparable cam-in-block designs, as a result of having lower
valvetrain mass. The higher engine speeds thus allowed increases power output for
a given torque output.
Single overhead camshaft

Single overhead camshaft (SOHC) is a design in which one camshaft is placed
within the cylinder head. In an inline engine, this means there is one camshaft in
the head, whilst in an engine with more than one cylinder head, such as a V engine
or a horizontally-opposed engine (boxer; flat engine) – there are two camshafts,
one per cylinder bank.
In the SOHC design, the camshaft operates the valves directly, traditionally via a
bucket tappet; or via an intermediary rocker arm. SOHC cylinder heads are
generally less expensive to manufacture than double overhead camshaft (DOHC)
cylinder heads. Timing belt replacement can be easier since there are fewer
camshaft drive sprockets that need to be aligned during the replacement procedure.
SOHC designs offer reduced complexity compared with overhead valve designs
when used for multivalve cylinder heads, in which each cylinder has more than
two valves. An example of an SOHC design using shim and bucket valve
adjustment was the engine installed in the Hillman Imp (four cylinder, eight

valve), a small, early-1960s two-door saloon car (sedan) with a rear-mounted

aluminium-alloy engine based on the Coventry Climax FWMA race engines.
Exhaust and inlet manifolds were both on the same side of the engine block (thus
not a cross flow cylinder head design). This did, however, offer excellent access to
the spark plugs.
In the early 1980s, Toyota and Volkswagen Group[6] also used a directly actuated
SOHC parallel valve configuration with two valves for each cylinder. The Toyota
system used hydraulic tappets. The Volkswagen system used bucket tappets with
shims for valve-clearance adjustment.
Dual overhead camshaft

A dual overhead camshaft (DOHC) valvetrain layout is characterized by two
camshafts located within the cylinder head, one operating the intake valves and the
other one operating the exhaust valves. This design reduces valvetrain inertia more
than is the case with an SOHC engine, since the rocker arms are reduced in size or
eliminated. A DOHC design permits a wider angle between intake and exhaust
valves than in SOHC engines. This can give a less restricted airflow at higher

engine speeds. DOHC with a multivalve design also allows for the optimum
placement of the spark plug, which in turn improves combustion efficiency.
Engines having more than one bank of cylinders (e.g. V6, V8 – where two cylinder
banks meet to form a "V") with two camshafts in total remain SOHC and "twin
cam" unless each cylinder bank has two camshafts; the latter are DOHC, and are
often known as "quad cam". Although the term "twin cam" is often used to refer to
DOHC engines, it is imprecise, as it includes designs with two block-mounted
camshafts. Examples include the Harley-Davidson Twin Cam engine, Riley car
engines from 1926 to the mid-1950s, Triumph motorcycle parallel-twins from the
1930s to the 1980s, and Indian Chief and Scout V-twins from 1920 to the
1950s.The terms "multivalve" and "DOHC" do not refer to the same thing: not all
multivalve engines are DOHC and not all DOHC engines are multivalve.
Examples of DOHC engines with two valves per cylinder include the Alfa Romeo
Twin Cam engine, the Jaguar XK6 engine, the early Ford I4 DOHC engine and the
Lotus Ford Twin Cam engine. Most recent DOHC engines are multivalve, with
between three and five valves per cylinder.

CHAPTER 7
MAINTANANCE OF SHIM

CHAPTER 5
HISTORY
To know about shim under bucket technology, you should know about the history
and working of DOHC engines, as they were the beginning of the new engine
model.
Overhead camshaft, commonly abbreviated to OHC, is a valve train configuration
which places the camshaft of an internal combustion engine of the reciprocating
type within the cylinder heads ("above" the pistons and combustion chambers) and
drives the valves or lifters in a more direct manner compared with overhead valves
(OHV) and pushrods.
Fig 2.1 Overhead camshaft
Compared with OHV pushrod systems with the same number of valves, the
reciprocating components of the OHC system are fewer and have a lower overall
mass. Though the system that drives the camshafts may be more complex, most
engine manufacturers accept that added complexity as a trade-off for better engine
performance and greater design flexibility. The fundamental reason for the OHC
valve train is that it offers an increase in the engine's ability to exchange induction
and exhaust gases (this exchange is sometimes known as "engine breathing").
Another performance advantage is gained as a result of the better optimized port
configurations made possible with overhead camshaft designs. With no intrusive
pushrods, the overhead camshaft cylinder head design can use straighter ports of

more advantageous cross-section and length. The OHC design allows for higher
engine speeds than comparable cam-in-block designs, as a result of having lower
valve train mass. The higher engine speeds thus allowed increases power output
for a given torque output.
A dual overhead camshaft (DOHC) valve train layout is characterized by two

camshafts located within the cylinder head, one operating the intake valves and the
other one operating the exhaust valves. This design reduces valve train inertia
more than is the case with an SOHC engine, since the rocker arms are reduced in
size or eliminated. A DOHC design permits a wider angle between intake and
exhaust valves than in SOHC engines. This can give a less restricted airflow at
higher engine speeds. DOHC with a multivalve design also allows for the optimum
placement of the spark plug, which in turn improves combustion efficiency.
Engines having more than one bank of cylinders (e.g. V6, V8 – where two cylinder
banks meet to form a "V") with two camshafts in total remain SOHC and "twin
cam" unless each cylinder bank has two camshafts; the latter are DOHC, and are
often known as "quad cam".
Although the term "twin cam" is often used to refer to DOHC engines, it is
imprecise, as it includes designs with two block-mounted camshafts. Examples
include the Harley-Davidson Twin Cam engine, Riley car engines from 1926 to

the mid 1950s, Triumph motorcycle parallel-twins from the 1930s to the 1980s,
and Indian Chief and Scout V-twins from 1920 to the 1950s.
The terms "multivalve" and "DOHC" do not refer to the same thing:[5] not all
multivalve engines are DOHC and not all DOHC engines are multivalve.
Examples of DOHC engines with two valves per cylinder include the Alfa Romeo
Twin Cam engine, the Jaguar XK6 engine, the early Ford I4 DOHC engine and the
Lotus Ford Twin Cam engine. Most recent DOHC engines are multivalve, with
between three and five valves per cylinder.

CHAPTER 11
LIMITATIONS AND FUTURE MODIFICATIONS
There are some problems with the design aspects of this engine, the first is the port
timing. It is interrelated and not independent from each other as nail port and
therefore the control of timing will be very difficult with the variation of load.
Also, the charge during the intervals between the strokes is lost hence, reducing
the working efficiency of engine.
Due to simpler port mechanism, it is expected to have some charge leakage that
can be avoided by Mushroom ports can be used here in the duke engine as it can
reduce the charge leakage. Mushrooms ports will have taper ending so that it can
reduce the meshing area of contact and hence will not flow out of the ending, also
it will increase the velocity of the charge particles that help in proper combustion
in the cylinder.
Pollution can be reduced by addition of diesel oxidation catalyst (DOC) in the

exhaust of the engine. Supercharging of this engine will give a very high efficient
engine. An engine of compact design i.e., a smaller wobble-plate can be designed
for even smaller work applications

CHAPTER 12
CONCLUSION
Overall economy of Duke Engine is less as compared with modern conventional

engines when we concern in terms part or full load fuel performance, design
aspects and manufacturing aspects. Frictional losses that faced in internal
combustion engines are reduced due to reduction in parts. Diesel oxidation catalyst
will be very effective in this engine because of generation of high exhaust
temperature.
Addition of practical use of this engine in large scale will change the different
parameters like fuel efficiency, pollution, heavy and costly designs etc. hence the
operation of this engine leads to a better living standard instead of a simple
polluting internal combustion that are in use nowadays.

REFERENCE
WEBSITES
 http://www.dukeengines.com/
 https://ultimatemotorcycling.com/2018/01/30/duke-engine-innovative-
axial-piston-engine-unique-investment-opportunity/
 https://www.rideapart.com/articles/254891/the-tiny-5-cylinder-1000cc-
duke-axial-motorcycle-engine/
 https://www.experimentalaircraft.info/articles/duke-engines.php
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SCMS COLLEGE OF POLYTECHNICS, VAIKKARA SHIM UNDERBUCKET TECHNOLOGY

Through the years, automobile manufacturers have devised various ways of

Fig 1.1 Cylinder head

In an internal combustion engine, the “Poppet Valve” performed the opening of

DEPT OF AUTOMOBILE ENGINEERING Page 1

VALVE SHIM is a disc of hardened metal of precisely calibrated height, used to

DEPT OF AUTOMOBILE ENGINEERING Page 2

In an internal combustion engine, the “Poppet Valve” performed the opening of

Fig 1.2 Side-cam with pushrod and rockers

DEPT OF AUTOMOBILE ENGINEERING Page 3

Valve Timing Diagram

DEPT OF AUTOMOBILE ENGINEERING Page 4

Intake and Exhaust Valves

DEPT OF AUTOMOBILE ENGINEERING Page 5

There are two types of engine valves;

Valve assembly parts

DEPT OF AUTOMOBILE ENGINEERING Page 6

DEPT OF AUTOMOBILE ENGINEERING Page 8

movement of pushrod to upward movement of valve (closing down). The rocker

DEPT OF AUTOMOBILE ENGINEERING Page 9

A valve shim is a disc of hardened metal of precisely calibrated height, used to

DEPT OF AUTOMOBILE ENGINEERING Page 11

DEPT OF AUTOMOBILE ENGINEERING Page 12

Custom Shim Materials:

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Hydraulic tappets or lifters

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Ducati’s desmodromic valves were originally designed to sidestep performance

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Screw-and-locknut adjusters are easily serviced by home mechanics and shop

The shim-over-bucket setup became the preferred method because engineers

There's a potential problem with shim-over-bucket adjusters in high-performance

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Single overhead camshaft

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valve), a small, early-1960s two-door saloon car (sedan) with a rear-mounted

Dual overhead camshaft

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Fig 2.1 Overhead camshaft

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A dual overhead camshaft (DOHC) valve train layout is characterized by two

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Pollution can be reduced by addition of diesel oxidation catalyst (DOC) in the

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Overall economy of Duke Engine is less as compared with modern conventional

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