theraymondguy
Well-Known Member
A Lifan mid block came into my hands after the kickshaft had suffered much teenage wrath. For those who haven't been inside yet, I thought I'd offer some insight.
The top end components really offer nothing new to review (for those who are familiar with the roller cam), aside from generally larger components: more valve diameter, more piston diameter, longer cylinder studs and so on. Won't waste time on that.
The bottom end has some interesting things to see.
First thing to note is the oil pump, no more is it driven by the cam chain, but rather off of the crank - similar to XR75-100. The clutch is beefy and trans mounted, the spinner on the crank. The oil through and spring setup is no more, simply a sleeve pressed into the right side engine (clutch) cover. The top portion of the kickshaft is meant to be disassembled so that once your ready to split the cases, the case half will pass over the shaft.
Where the Honda small block utilizes only a few special fasteners/screws within the engine, they're everywhere in the China midblock - and poorly executed. Sloppy thread engagement has you crossing fingers and double guessing at every turn. Bearing fitment is poor as well, the journal bearing pictured has been set in stone with a couple of dabs of the 'Green Monster' (sleeve retainer).
I could see myself using one of these engines in a build for quick easy power. But only after tearing it down and going through it as best as one can. Spending some time shimming the trans, locking bearings in place and applying threadlocker in the appropriate grade to each thread.
The top end components really offer nothing new to review (for those who are familiar with the roller cam), aside from generally larger components: more valve diameter, more piston diameter, longer cylinder studs and so on. Won't waste time on that.
The bottom end has some interesting things to see.
First thing to note is the oil pump, no more is it driven by the cam chain, but rather off of the crank - similar to XR75-100. The clutch is beefy and trans mounted, the spinner on the crank. The oil through and spring setup is no more, simply a sleeve pressed into the right side engine (clutch) cover. The top portion of the kickshaft is meant to be disassembled so that once your ready to split the cases, the case half will pass over the shaft.
Where the Honda small block utilizes only a few special fasteners/screws within the engine, they're everywhere in the China midblock - and poorly executed. Sloppy thread engagement has you crossing fingers and double guessing at every turn. Bearing fitment is poor as well, the journal bearing pictured has been set in stone with a couple of dabs of the 'Green Monster' (sleeve retainer).
I could see myself using one of these engines in a build for quick easy power. But only after tearing it down and going through it as best as one can. Spending some time shimming the trans, locking bearings in place and applying threadlocker in the appropriate grade to each thread.
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