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...as it applies to compressible fluids. Any links to where I can read more on the mathematics of such a thing? I am looking to reduce stress on a pipe system that supplies air to shutoff valves that open and close very rapidly.

Hey guys, been reading through the forum archives and it reminded me of another leaf spring question I've had for quite some time. Looking at the various leaf spring setups seen in the salvage yards (used to drive a Mopar = spent plenty of time in salvage yards) I saw some leaf-sprung...

Yes, but the transverse 'Vette spring does not locate the rear "axle" aside from providing the appropriate ride height/wheel alignment relationship.

Off-topic, but when I was a kid I had a left-drive Hyundai Excel. The master cylinder was on the right side of the car, joined to the brake pedal by a big piece of pipe that rotated on a shaft.

I've seen photos of turbochargers modified with dimples on the compressor housing inlet. Don't know if that's what you're looking for but I read about it on Overboost.com (an enthusiast "e-zine").

One thing the speed shops in Southern California do, when changing from peak/hold injectors to saturated is simply remove the ballast resistor. Of course, they're only tuning air/fuel curves to "pretty close" because pretty close is the least expensive way to do it... in the short run...

I seem to remember reading somewhere that the height of the camshafts on OHC cars is also a good approximation of the CG height.

Hey, somewhat off-topic, but in the Volkswagen factory service manual it specifically states to replace the flywheel if it is leaking fluid. Some high-performance VW parts dealers are taking OEM flywheels and modifying them to remove the dual-mass gadgetry. I don't know what this involves, but...

That's true, but the bending forces are "negligible" when discussing a properly designed rod and bolt system. Or so I've been told. Personally I haven't had a rod failure yet, but then I've only built around 30 engines or so. (Four bangers, displacing from 1.6L to 2.2L and all...

Actually, properly "stretched" rod bolts see zero fluctuation in tensile load. If they are providing 10,000 lbs of clamping force, and the highest tensile load is 9,999 lbs then the bolts receive no more "stress" than they are already preloaded to.

Actually I think what you mean is more load per cycle, rather than more load cycles, right? Ok unless you've selected a lower gear for towing a load while keeping vehicle speed the same. Even at that, a compressive force on a conrod does not fatigue it. The tensile force (when the piston is...

If the engine is stock, peak power is peak power so towing would not normally exert any more compressive force on the conrods than would accelerating at wide-open throttle. Towing would just increase the amount of time peak compressive forces are on the rod. Unless, of course, the engine is...