Fun fact...I once cut a vw gti inline four crankshaft exactly down the centre - when viewed from the side, with 1+4 at tdc, and 2+3 at bdc. Big end journal bits weighted exactly the same as the counterweights.
I could write about 10,000 words more on this but I'll hold off. All I'll say is...
Billet all the way...
A press fit together crank is a nightmare to build up - At least I hate doing it... Something thats wire EDM'd, would be even moreso I'm guessing.
Keep in mind too oil way drillings in a built up crank...you're going to have to have a lot of grooves, 90deg drillings, and...
Still sticking to my word on this guys - as a stubborn Irish man. Modern materials, I've never once seen in anything non round upto 105mm, billet or cast, upto 13,500rpm in production engines - way above in F1 stuff. I've even seen the lathe gcode run...
Bowing out of this thread now as I gave...
@CWB1..very expensive Mitutoyo equipment...
I feel some of your advice in this thread is old wives tales to be honest.
Ive stood beside at least 50 cnc lathes making motorsport pistons, and the same making oem items in cast - they are round - I assure you - please stop spreading false info...
@CWB1, have to disagree with your last comment having measured very accurately probably 1000+ petrol road car pistons. From 999cc vw units, to 500hp Bmw V10 items. All are ''round'' just tapered towards top.
To even go as far as F1 pistons, which Ive had a few through my hands..these are also...
thread769-450709
Since the other thread has gone too old to reply, here are two new ones I thought some of you that could possibly be bored, may enjoy,
https://www.f1technical.net/forum/viewtopic.php?t=29694
https://www.f1technical.net/forum/viewtopic.php?f=4&t=30059
Brian,
Started a new youtube series two weeks back - there was a bit of demand to see these parts ''live in person'' so to speak - have written many tech articles on them in the past.
Hopefully the videos will bring a bit of life and scale to the parts!
Ep 1 Pneumatic Valve Spring...
Tmoose, yes...they all suck air, however poor collection entry or windage causes serious oil aeration - not normal, along with volumes of air - normal.
See vid below, tanks wont de-aerate if case is severe and must be done with another centrifuge section also built into pump...
The scavenge sections are normally sized to the pump - however, sump design can cause collection issues or windage. Did you change sump pan design in the past?
(Ps...it may not be that at all..just shooting the breeze as its odd..)
B.
This is a silly question, but if it has sunk 16" how are all the entrance doors still working or if the entrance doors and thresholds are also sinking with the foundations - surely there would be a very noticeable ramp/step down into building?
Explain!
Brian,
''Fuel systems in F1 (and in every other serious racing class) are heavily regulated to avoid teams compromising driver safety to increase performance''
'we are developing the carbon fiber fuel tank for vehicle application'
Which is why you shouldn't use one.
Brian,
This post is probably useless but maybe worth a read.
Over the past 15yrs I have cut up and measured approx 60 engines from 1L budget things from yonks back to new F1 engines.
Heres what I found in terms of lets say the 150-170hp 2L inline four bracket... ranging from about 1985 to 2000...
Cosworth use 2 series for bucket carriers...others use 7 series...I have used 2, 6, and 7 for same with no trouble...race/road, many miles on all - no issues. (running direct on raw aluminium)
I have made cams and lash caps before from nitrided EN40B many times also...again, no issues.
As for...
I thought I had imagined something some what related to this thread so I had to double check - My brain hadn't made it up,
http://www.6x6world.com/forums/engines/16141-2-stroke-reverse-snowmobile-engine.html
''actually all engines fire while still on the up stroke about 6 to 10 degrees BTDC...
A somewhat sweeping statement, but I dont think it matters...and should still work fine - why...because on every inline 4 F1 engine I have seen each ''sump'' under its piston is separate and does not cross talk to its neighbor either - so a single cylinder as such.
You can see below on my V10...
