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Showing content with the highest reputation since 12/02/2019 in Posts

  1. 4 points
    forðastu að hella þér á skrítnasvæðið ooh lala
  2. 1 point
    The conrod will stretch at peak rpm. The goal is the set "static" squish so at the redline piston will actually be touching the head, but without nasty side effects like piston pin landing in your belly pan.lol. Universally accepted safe number for Japanese multicylinder with steel rods is 0.7 mm. The piston in picture below is from the engine the was set up tighter , to 0.6 mm. You can see areas were it was touching the head. That's about as good as it gets. It run like a raped ape, I could outmotor anything till bmw1000rr started showing up in large numbers.
  3. 1 point
    It can be, which would be the illustration Blackhawk posted. The illustration shows the squish at an angle matching an angle on the piston, but they could also be flat. In a 4 stroke you can't effectively do that without impeding the valves so there will be areas around the valves that kinda protrude inward to create squish areas around the valves. Tomek's picture of his head shows pretty typical squish areas, the flat parts that are even with the head gasket surface. The tighter the squish, the space left between the head & piston at TDC, the more effective it is. As the piston nears TDC the air & fuel left in the squish areas is very rapidly pushed toward the center creating lots of turbulence that helps mix the air & fuel, along with a lot of other effects. Generally, an engine with good squish is more efficient and more tolerant of high compression than one without.
  4. 1 point
    Piston, essentially it is a flat top with pockets for valves so they wont hit the piston .
  5. 1 point
    In the above illustrated combustion chamber milling the head would increase the squish. I think it's more common that the squish area is flat and at the same level that the head gasket sits on, like Tomek's Viffer head appears to be, and with those milling only increases compression ratio. Milling the cylinder block or case or using a thinner head gasket brings that flat part closer to the piston increasing squish...which might sound backwards because you're decreasing the space to increase squish. Playing with the squish is a hit miss thing, but the generic rule is that increasing squish increases performance. Kinda like increasing the compression ratio increases performance and we know that's not a hard set rule and there are limits, but in production engines there's usually room to increase both and gain power. Squish and compression can both have a pretty dramatic influence over performance, efficiency, and emissions so the factory has to do the balancing act. Tomek does know some good shit and he has the motivation to dive in and giterdone, both are admirable. Especially the latter as I always have 57 things I should/could do that get back burnered. I think if he were as confident in his knowledge/abilities as he portrays he would engage and exchange and probably up his game by a fair bit. Whenever I meet someone who already knows it all about any field I find out that they don't and are just protecting themselves. Or maybe it's my lack of confidence that makes me exchange.....I dunno, I aint no sykologyst.
  6. 1 point
    This is NOT how combustion chamber looks on modern high rpm motorcycle engine . Anyway, Ill post pictures, patience please.
  7. 1 point
    And learn how to fuckin shift! 😇
  8. 1 point
    The 2007 DODGE SRT8 is not available in all wheel drive... 2 breweries within a mile of the lot!
  9. 1 point
    Second, Third, Fourth, Fifth, Sixth, Seventh, and the Uber home....on me
  10. 1 point
    I see you got your Masters in speaking Zero.
  11. 1 point
    Oscar, the more you learn about this "problem" the dumber you're going to feel.
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