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Karts are a different animal –no suspension and a solid rear axle. By building in chassis flex it allows the inside rear wheel to lift to avoid the two rear tire turning on differing radii from fighting each other, i.e. scrub.

Keep in mind that your original flame kernel has a very small front and burns in three dimensions. It will burn the bulk fuel charge much slower than a later large flame front. On the other hand there is also likely squish and/or tumble in the fuel charge that changes the flame travel from...

EHudson, you can add the German V-1 "jet" engine.

Did you answer your own inquiry? The UDUD is similar to the cross plane and thus perhaps can be machined on existing machine tools.

The sleeve valve push goes back to WW2 and Ricardo’s calculations that poppet exhaust valves would overheat with increasing engine displacement/boost. He saw the sleeve valve as the better course for this problem. It instead developed that the sodium-filled exhaust valve scaled up just fine...

Hey 140, we don't know what else they're getting away with. Maybe more than enough to lend credibility to the test thing.

Black oil is usually suspended carbon and such. Burned oil is thick and gunky. http://www.eng-tips.com/

arbreen Any thought as to heat grease or thin "heat conductive" adhesive at the interface?

The 1300 Alfa engine I raced way back underwent many rebuilds with the same wet liners, though the time between rebuilds was maybe 20 hours run time. With electrolytic problems aside and using a torque plate when honing to tidy up the cylinder surface, no problems at all.

Painting both the rotomolded and exhaust surfaces silver or gold is worth a try for the cost.

Norm, wouldn’t lowering the CoG decrease the roll couple?

If your issue is mostly turn-in, check tire temps to see if they’re pushing or not hooking up. Either Ackerman or anti-Ackerman –the latter is theoretically preferable- can help as well as relative lower front roll stiffness. Torque vectoring would really help but I have no idea as to its...

A bit of a stretch, but if you’re using the height adjustment to lower the front end for competition, you’re changing camber gain, caster-trail and possible dialing in anti-dive. Anti-dive trends to stiffen the action of the suspension and may lock it up. Most competition tuning tends to be...

If you measure the nonaccelerating torque/horsepower and compare it to the results accelerating the engine at a known rate of RPM increase the difference should be a function of the total system inertia -I think.

Tbuelna, I agree with your characterization of C-C brakes –though couldn’t open your link. C-C brakes are a bit unique and live well with high temperatures –see below. But if substantial heat could be rejected real time the brakes could be even lighter and avoid retracting a hot brake after...

Very thin and rather wide vs. an O-ring?

Tbuelna, the C-C brakes are highly developed and do the job, particularly with thrust reversers. They require high temperatures to avoid high wear rates. Still, carbon doesn’t have a high specific heat and rejecting heat is better than storing it as in taxiing or a missed approach with...

Norm, we only measured midpoint rotor and pad temperatures during two brake dyno tests. The first was a “standard” test that didn’t show much at the low temperatures. However, at the end the operator offered a “burn down” that involved clamping down and running at high speed. It was supposed...

Tmoose, thanks -and thanks again. A bit saddening in that the Riverside tests mentioned I expect are those that killed Ken Miles. While the results are qualitatively what I would expect, it was heartening to see that the solid rotor showed the same internal and external temperatures. This...

Chicopee, regenerative braking and the subject vanes are actually complementary. The former is useful for low speed braking but becomes less attractive for the rare high speed braking event because of the cost and weight of batteries, cables etc. as well as the need to reserve battery capacity...