Friday, April 30, 2010
In-line 4 - Secondary Balance
The 2nd order harmonic vibration of the flat plane V-8 and 4 cylinder engines.
At any given instant, the velocities of the pistons traveling upward does not equal the velocities of the pistons traveling downward.
The net velocity of all eight cylinders is therefore not equal to zero, which causes vibrations, felt as buzziness to the occupants of the vehicle.
Contributing factors that make up this 2nd order harmonic are
1) Stroke,
2) Reciprocating mass, and
3) Rod to Stroke ratio
Shorter strokes, less reciprocating mass and longer rod to stroke ratios all help to reduce that 2nd order harmonic
Thursday, April 29, 2010
Wednesday, April 28, 2010
Tuesday, April 27, 2010
Piston Skirt - Cam (Oval) & Barrel - Wiseco
Pistons are tapered somewhat because high temperatures cause the top of the piston to expand more than the skirt area. For this reason pistons are measured in the skirt area rather than across the crown. Also, pistons are cam ground; that is, they are oval-shaped because they expand more in the direction of the pins.
Wiseco’s detailed skirt shapes and profiles are very specific to each application. Variable cam programming software developed in house allows Wiseco to produce high-performance shapes unique to only Wiseco.
The skirt shape (barrel/cam) is one of the most functional areas on the piston, and provides stability and smooth operation in the cylinder bore. Stability is important for proper ring seal, reduced friction, and quiet operation.
Each skirt shape is designed for a specific running clearance, based on coefficient of thermal expansion of the piston alloy. Some forging alloys expand more than casting alloys, but each Wiseco piston is designed with the proper installed clearance to produce the most power, least wear, and best seal at running temperature, for each application.
Comparing installed clearances on cast vs forged parts is not indicative of the running clearance at temperature. Wiseco engineers have a strong background in all forms of racing applications, and produce the best shapes and designs in the industry.
Wiseco’s detailed skirt shapes and profiles are very specific to each application. Variable cam programming software developed in house allows Wiseco to produce high-performance shapes unique to only Wiseco.
The skirt shape (barrel/cam) is one of the most functional areas on the piston, and provides stability and smooth operation in the cylinder bore. Stability is important for proper ring seal, reduced friction, and quiet operation.
Each skirt shape is designed for a specific running clearance, based on coefficient of thermal expansion of the piston alloy. Some forging alloys expand more than casting alloys, but each Wiseco piston is designed with the proper installed clearance to produce the most power, least wear, and best seal at running temperature, for each application.
Comparing installed clearances on cast vs forged parts is not indicative of the running clearance at temperature. Wiseco engineers have a strong background in all forms of racing applications, and produce the best shapes and designs in the industry.
Monday, April 26, 2010
Friday, April 23, 2010
Wednesday, April 21, 2010
Thursday, April 15, 2010
Wednesday, April 14, 2010
Break-in
certainly disagree with installing the pistons and dry. Engine breakin, after 35 years of engine building experience, is simple and short, but it is also a continuous process for the life of the car. I have posted what I do several times and it makes for a tight engine that burns no oil.
1. Always bring engine to FULL operating temperature before high revs.
2. Drive the car easy for the first 10 miles or so, varying the rpm's from 2,000 - 5,000.
3. Then, start bringing the engine up to maximum rpm's and letting the engine bring the revs back down by coasting in gear.
4. Repeat several times in order to create maximum heat in the cylinders.
5. Drive around at lower RPM's for several more miles, remembering to vary the speed of the engine every couple of miles.
6. Repeat number 3, 4 and 5.
7. Park car and let the engine cool down overnight.
8. Repeat all the above 2 more times.
Your engine is now fully broken in correctly and can be driven hard from here on.
Periodically, hard engine braking is necessary to get the cylinders as hot as possible and forcing the rings against the walls for maintaining proper wall smothness.
Every builder has their own specific method of breakin, and you can go back and forth forever in this debate, but it is not a complicated topic. Porsche suggests that the engines need to make about 6 million revolutions before it is broken in, and I maintain that after only a hundred thousand or less revolutions, what is going to break or break in, has already done so.
1. Always bring engine to FULL operating temperature before high revs.
2. Drive the car easy for the first 10 miles or so, varying the rpm's from 2,000 - 5,000.
3. Then, start bringing the engine up to maximum rpm's and letting the engine bring the revs back down by coasting in gear.
4. Repeat several times in order to create maximum heat in the cylinders.
5. Drive around at lower RPM's for several more miles, remembering to vary the speed of the engine every couple of miles.
6. Repeat number 3, 4 and 5.
7. Park car and let the engine cool down overnight.
8. Repeat all the above 2 more times.
Your engine is now fully broken in correctly and can be driven hard from here on.
Periodically, hard engine braking is necessary to get the cylinders as hot as possible and forcing the rings against the walls for maintaining proper wall smothness.
Every builder has their own specific method of breakin, and you can go back and forth forever in this debate, but it is not a complicated topic. Porsche suggests that the engines need to make about 6 million revolutions before it is broken in, and I maintain that after only a hundred thousand or less revolutions, what is going to break or break in, has already done so.
Engine Balance - Static & Secondary
Now when the Piston/rods have been balanced and assembled to the crank, then that whole assembly need to be balanced both statically and dynamically. And again when the engine is built and attached to a prop. The rotating mass is the total weight of the rods, pistons, rings, and complete flywheel/prop/hub assembly. A rotating assembly that is in perfect balance rotates concentrically around the center line of the axis of rotation.
A rotating assembly that is not in perfect balance tends to rotate in an elliptical (egg shaped) manner, around the center line of the axis axis rotation, with the elongated portion of the ellipse at the point of unbalance.The more unbalanced, the more exaggerated the ellipse.
Of course, the elliptical movement caused by the unbalance is restrained by the bearings. It follows that the greater the elliptical motion of the flywheels, the greater the wear on the bearings.
For example, as the speed of the engine doubles, the amount of force, per revolution, created by unbalance tends to increase by an approximate factor of four. Unbalance is typically expressed in ounce inches (oz. in.). This means 1 ounce (28.35 grams) of unbalance at 1-inch radius.
Example:
One ounce inch of unbalance at 2,000 rpm creates approximately 7 pounds of force per rpm.
One ounce inch of unbalance at 4,000 rpm creates approximately 23 pounds of force per rpm.
One ounce inch of unbalance at 8,000 rpm creates approximately 120 pounds of force per rpm.
A rotating assembly that is not in perfect balance tends to rotate in an elliptical (egg shaped) manner, around the center line of the axis axis rotation, with the elongated portion of the ellipse at the point of unbalance.The more unbalanced, the more exaggerated the ellipse.
Of course, the elliptical movement caused by the unbalance is restrained by the bearings. It follows that the greater the elliptical motion of the flywheels, the greater the wear on the bearings.
For example, as the speed of the engine doubles, the amount of force, per revolution, created by unbalance tends to increase by an approximate factor of four. Unbalance is typically expressed in ounce inches (oz. in.). This means 1 ounce (28.35 grams) of unbalance at 1-inch radius.
Example:
One ounce inch of unbalance at 2,000 rpm creates approximately 7 pounds of force per rpm.
One ounce inch of unbalance at 4,000 rpm creates approximately 23 pounds of force per rpm.
One ounce inch of unbalance at 8,000 rpm creates approximately 120 pounds of force per rpm.
Stroker
A major source of engine wear is the sideways force exerted on the piston through the con rod by the crankshaft, which typically wears the cylinder into an oval cross-section rather than circular, making it impossible for piston rings to correctly seal against the cylinder walls.
Geometrically, it can be seen that longer con rods will reduce the amount of this sideways force, and therefore lead to longer engine life. However, for a given engine block, the sum of the length of the con rod plus the piston stroke is a fixed number, determined by the fixed distance between the crankshaft axis and the top of the cylinder block where the cylinder head fastens; thus,
for a given cylinder block longer stroke, giving greater engine displacement and power, requires a shorter connecting rod (or a piston with smaller compression height), resulting in accelerated cylinder wear.
Geometrically, it can be seen that longer con rods will reduce the amount of this sideways force, and therefore lead to longer engine life. However, for a given engine block, the sum of the length of the con rod plus the piston stroke is a fixed number, determined by the fixed distance between the crankshaft axis and the top of the cylinder block where the cylinder head fastens; thus,
for a given cylinder block longer stroke, giving greater engine displacement and power, requires a shorter connecting rod (or a piston with smaller compression height), resulting in accelerated cylinder wear.
Tuesday, April 13, 2010
Monday, April 12, 2010
Sunday, April 11, 2010
Saturday, April 10, 2010
Caldina
caldina has a very very bad headroom height.. and rear seat only can maximised for 2 person.. or 3 chicks at the back seat but still.. pass by the road humps sure kena scratched below .. and.. for the drivers who damn gungho for performance and sporty look car.. ah bear suggest you guys to get Evo8 or mazda RX8.. caldina is still a stationwagon mpv leh..
Friday, April 9, 2010
Wednesday, April 7, 2010
Block Blue Printing-CNC Block Prep-Rottler F68A
Block Blue Printing-CNC Block Prep-Rottler F68A: "Block blue printing is an exact science starting with the crankshaft and camshaft centerline.The block decks and cylinder bores are corrected to the crankshaft and camshaft centerline. The cylinder bores are then bored on center distances to blueprint specs. This process is achieved through the use of a datum fixture that references the crankshaft and camshaft centerline at a true 45 degrees. The block is probed from the centerline then indicated from the dowel location. This enables the bore spacing to be corrected and blue printing the deck surfaces square to the camshaft and crankshaft centerline at a true 45 degree angle is achieved..The dimensions are imputed to the CNC control holding tolerances to 0001. This accuracy is achievable with CNC machinery and specialized precision locators, and tooling"
Honda Inline - No Bob Weights Required - HInes
Reciprocating Mass Percentages
All figures are based on manufacturer ’s specifications for passenger car use. Racing
applications may require different percentages. Contact the competition department of the engine manufacturer for more information. Balance percentages for racing applications may differ from passenger car specifications. Motorcycle engine bobweighting (designated by the “M” next to the manufacturer name) has not been proven by Hines Industries.
IMPORTANT: Normally, unless an engine is listed below, using 50% reciprocating and 100% rotating will suffice.
All figures are based on manufacturer ’s specifications for passenger car use. Racing
applications may require different percentages. Contact the competition department of the engine manufacturer for more information. Balance percentages for racing applications may differ from passenger car specifications. Motorcycle engine bobweighting (designated by the “M” next to the manufacturer name) has not been proven by Hines Industries.
IMPORTANT: Normally, unless an engine is listed below, using 50% reciprocating and 100% rotating will suffice.
Crankshaft Balancing:Theory 101 Henson Racing Engines Oklahoma
Crankshaft Balancing:Theory 101 Henson Racing Engines Oklahoma
With inline four and six cylinder engines, and flat horizontally opposed fours and sixes (like Porsche and Subaru), all pistons move back and forth in the same plane and are typically phased 180°apart so crankshaft counterweights are not needed to balance the reciprocating components.
Balance can be achieved by carefully weighing all the pistons, rods, wrist pins, rings and bearings, then equalizing them to the lightest weight
With inline four and six cylinder engines, and flat horizontally opposed fours and sixes (like Porsche and Subaru), all pistons move back and forth in the same plane and are typically phased 180°apart so crankshaft counterweights are not needed to balance the reciprocating components.
Balance can be achieved by carefully weighing all the pistons, rods, wrist pins, rings and bearings, then equalizing them to the lightest weight
Monday, April 5, 2010
Saturday, April 3, 2010
Thursday, April 1, 2010
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