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looks like same nonsense as here https://tiremeetsroad.com/2019/11/21/tuners-claim-their-carbon-fiber-connecting-rods-for-evos-can-handle-3000-horsepower/

some programs display the VM as the surface that is visible so rotate model and see stress on other side

its lucky people dont see all the incosequential hot spots in feM of a bolt

i favour looking at the load vs displacent curve to determine actual collapse. failure to converge might be numerical issue due to solver settings not actual collapse even if there is quite a bit of plasticity may not have reeached its limit.

the real question is how many times will it see this load? 1, 1000, 100,000 or 10,000,000

its a spring loaded latching pin on moving storage device gate, little rotation predominalty axial motion to open and close only subject to rain and dirt. the loading is dynamic lateral tip loading that would radially load the bush heavily plus when in motion there is small relative movement...

i have a component that has a duplex 2205 pin sliding axially in a pair of bushes. it is unlubricated out in the field and runs a fair bit of clearance to keep build up from happening. what is a good bushing material to stop galling and corrosion and help it run freely without lubricant?

i agree with Brian. if you vary length of the induction you commonly find that the closed pipe harmonics are not what makes the best VE. the length that produces the best cylinder filling during BDC to IVC give or take a bit is king, the so called ramming process. this is evident in 1D...

what is the function of the oil pump internal relief valve when there is a separate relief valve (circled)after the pump connected to the main gallery? is it just added redundancy? TIA

the recommendations i've seen are for 0.040" though these are not minimums and seem to be more for mixture motion. ive never heard of anything less than around 0.025" being used atleast on a "performance" type engine

What limits the minimum piston to head clearance you can run on an typical gasoline engine. lets limit to iron block, steel rod, alloy piston, alloy head. my understanding is the following (in no particular order) - clearances between main bearing/BE bearing and pin (~ 0.1 mm combined) - piston...

here is a couple of things to ponder - is the pressure within the combustion chamber at any given crank angle constant? - if the centre of gravity of the piston is not coaxial to the rod axis what happens under tensile inertia loads?

Hi can anyone help me find some S-N curves for cast aluminium alloys. Something with good strength and fatigue performance, i don't have specific alloy in mind. i have the Fatigue Data Book - light structural alloys but there isn't much data on castings

my observation is for the most part it doesn't matter that much. choosing a random oil from an auto parts store is unlikely to cause you any issues

ceramic coating is great for reducing heat transfer into the engine bay, a back to back dyno test i saw was about 2 hp on something around 500hp so next to nothing as its just the accuracy of the dyno. at part throttle the extra velocity might resist reversion a smidge better so it might be more...

here is a question are billet rods better than forged? where absolute strength and fatigue are concerned. i know with crankshafts the billet are said to be better than forged. does the better material mechanical properties make up for the difference grain orientation? are there some materials...

dart do a billet LS head, but they weld bits together to get the water jacket so its a fabricated/billet piece http://hotrodenginetech.com/dart-reveals-new-billet-ls-cylinder-head/

So i do know that the "vibration damper" located on snout of the crank is tuned for the torsional natural frequency of the system. lets use 400hz somewhere in the middle of the 390-430hz range a nice number to use. what order and rpm is this likely to be tuned for? for a frequency of 400hz the...

i have an inline 6 vibration damper from bmw engine s52. stamped on it is 390-430hz. what order and rpm would this be tuned to? 3rd would mean 7800-8600rpm by my calculations but the engine never sees that rpm. so would it be the 6th and thus 3900-4300rpm?

if you apply node force to a curve it will apply that force to each node on the curve unless you use total load which will distribute the force onto a line or surface etc. nodal force is the wrong way to apply a load onto a curve as its not a proper uniform distributed load unless there only 2...