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Post by flipflopoo1oo on Feb 1, 2015 20:56:02 GMT -6
Have you ever considered the volume effect of having less to squeeze or the timing of this effect by thousands and heat factors produced in blowing your match out or fueling the flame? Is all these answers best left to greater minds than ours? Its a great way to get that last attempt at making compression but wait--- the plug has fired already, should we be smothering the flame or giving it room to mature? A lot to think about in choosing pistons and head designs as to compression ratios and timing effects of it all as to the burn speed and stroke timing! Do you restrict on the way up to have compression or just change cam numbers to get there and use a little pre-heated fire power with a squench squirt of squish to send it blasting away! The compaction of heated fuels may lead to a new era in engine dynamics but not by heating the entire engine before hand! A pre-chamber effect comes close in theory but without the forethought of dropping the engine temp first! They know cooler air and fuel makes horses by expansion but refuse to drop the entire engine temp to let it prevail! Aluminum is in rampant use but why if temps remain! Heat is drawn to it to be exchanged in form and released and it would seem harder to cool if temps are high! I have seen this effect to the point of vapor lock with not much left but smoke! Squench has a lot to do with where the heat goes to or from your pistons in relations to piston clearances! The transfer rate of heat energy between the head and piston has effects on the fuel mixture already subjected to pressure of compression and static spark during the burning process as the coolant on the inside draws it away! A southern side of a magnetic field at work in terms of exchange by the gauge of squench and squish combined to send heat energy where it does the most good to supply the static boost your burn needs to excel! It may take another science lesson or two before you can stick a magnet to stainless steel but you can and it will with shape and similarity as your guide! Energy transforms in many ways before it reaches your radiator and ground at your battery! That is if you have it grounded or insolated by plastic as most are today with aluminum instead of copper as a diode receptor to get to ground! Energy travels the path of least resistance, how hard are you making it for your horses to roam forward? I do all I can to maintain a cool engine to make more horses!!!
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Post by flipflopoo1oo on Feb 2, 2015 8:16:19 GMT -6
I try to look at things from both sides to give a better understanding and the same with squench and squish! Sense the combustion is in place and the hole closed it becomes obvious that wedge of thrust comes into play in the balance of rotating drag and skirt balance to send your shorty piston on its marry way! I always polish or bevel the sharp bottom edge of my skirts to leave more oil for cushion and less friction at this point in the cycle of rock over! The wedge effect and the degrees at which it happens to add more down thrust from the burn blast between the head and piston does play a part! I prefer to leave plenty of room for the blast to get under the head with open chambers and or by using dish tops with my 60 degree ign. and twice the fuel to get full usage of all my 5.7 swing on my little ole stock crank! I try my best to produce compression from my blast rather than use horses to make it happen! Either way the piston moves a bit faster it seams but the car is faster by far with less stress on the crank side by no pre-ign. with cheaper, low octane fuels which burn faster with less compression needed or high octane to derive at a longer burn in relation to my stroke length and crank timing! It may be old school but how many have had the opportunity to look at so different styles of engine failures from flat heads up to todays trials in throw-away motors! Just melt it down and do it over! They don't even make good rear percent weight! When will the rules say your penalty will be adding 50 pounds of aluminum? I don't take much for granted as you probably see by now and all I'm saying is keep a open mind and use it now and again to see what horses have been white washed! A brown mule is sometimes more suited to the load or job at hand if more than two hands tall! So are you wanting to plow the field or run a horse race with a lighter saddle? If you have compression some times less timing is needed to get a longer burn stroke but then where is you power cycle in crank timing at if firing late with the higher octane you must use to run! Try doubling the fuel there and you only get farther behind in the cycle!!! My plugs are snow white and on the verge of lean, it must be burning it all the way down on the power stroke and needs faster exhaust numbers to rid less to make sure there is less reversion with my sooner intake numbers! All this did not happen over night but it has won a lot for us!
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