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Well apparently there was tons of R&D done for that design, and it clearly worked since the B16 engine is legendary. "After honda was done researching oil squirter designs they had a rail car full of scrapped parts and designs", So the rod squirters must've done something for them to use them.

I was reading how Honda developed the piston cooling setup for the B16 engine, having 4 slits in each rod and an additional block mounted oil squirter. But why have the rod slits? If it's because it sweeps a larger area of the piston, why not make the block squirter do that like in F1 engines...

The centrifugal force on the crankshaft would be constant at x rpm, so the crank would be in a constant flexed position. So if you counterbalance those forces the crank doesn't flex at high rpm. But the combustion forces arent constant and only happen in brief moments twice per rotation. So they...

I've heard mentions of beehive springs being common OEM stuff in engines but other than the Viper V10 and the LS7, I don't know any other engines that have them.

> There is nothing happening to the stresses on the con-rod and wrist-pins that isn't already happening, or worse, on TDC through valve-overlap (no compression pressure) or TDC through a normal firing sequence (much higher compression pressure). If someone is breaking wrist-pins it's because...

That's like saying "Well simply don't improve things, because it takes effort to fix the resulting problems" I'm not worried about emissions or cat's overheating since it'll be a race engine. But I've seen far too many engines blow things like wrist pins when being on the rev limiter for too...

What rev limiter type is the easiest on the engine internals? Obviously first thing is to choose the right rpm. but other than that? I was thinking that a spark cut limiter could wash out the cylinder walls and/or valve seats, while a soft limiter would overheat most valve seats.. so a fuel...

Thank you very much!

I haven't found any explanation why around 124% volumetric efficiency is the max you can apparently get in an engine.

Well then explain it, I'm asking why manufacturers do this and you're basically saying 'reasons.'

What about 30-40 years ago? there were many reliable engines made so there mustve been some pen and paper theory

Are the bearing pressures measured in a real engine or is the crank just spun on a bench with rod weights attached?

I don't see the reason in having counterweights on a flatplane crankshaft, for example an inline 4. The centrifugal forces for cylinders 2 and 3 are counteracted by cylinders 1 and 4. And you may say well there's shear loads resulting from that, flexing the crankshaft and reducing the lifespan...