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#21
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I like Don's approach to the issue. Easily done with the right equipment.
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#22
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The squirter’s do not directly spray at the cylinder wall. If you did, your trying to do something different than how a pistons squirter (piston cooler) is meant to operate. The goal is to cool the pistons. The Squirters must hit the underneath side of the piston.
Newer style Diesel pistons have oil cooling passages inside the underneath side of the pistons. The squirters are positioned to hit the port holes for those oil passages for even more piston cooling. Older types pistons with no cooling port (like a gas engine and most older diesels) just sprayed the bottom of the piston for extra cooling. Long hard pulls it keeps the pistons from expanding, the pistons last longer, less scuffing from less expansion. The oil acts as a heat sink, it is not for lubrication. Last edited by Jay S; 04-21-2023 at 08:24 AM. |
#23
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Quote:
To make a nitro engine survive, the thing has to be super loose. Piston-to-wall has to be pretty sloppy Mains need .007+ clearance (when you can grab the crank nose with your hand and make it clunk up and down, you're about right) Valve guides need to be loose so you don't hang a valve and grenade the whole engine If the exhaust valve heads are distorted a bit and won't seal after a run, it's ok.....they'll straighten up the next time you pour the coals to it. Eric
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"Everybody has a plan until they get punched in the mouth" noted philosopher Mike Tyson Life begins at the end of your comfort zone. “The mind, once stretched by a new idea, never returns to its original dimensions.” Last edited by Elarson; 04-21-2023 at 11:19 AM. |
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#24
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Quote:
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#25
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Also... I've decided to remove the blower to get some experience with the engine under less stress. Hopefully learn enough to later run blown.
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Anybody else on this planet campaign a M/T hemi Pontiac for eleven seasons? ... or has built a record breaking DOHC hemi four cylinder Pontiac? ... or has driven a couple laps of Nuerburgring with Tri-Power Pontiac power?(back in 1967) |
#26
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Could you explain, Jack, why you wanted a super smooth cylinder bore for your Land Speed/ "Texas Mile" type racing?
Tom V.
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"Engineers do stuff for reasons" Tom Vaught Despite small distractions, there are those who will go Forward, Learning, Sharing Knowledge, Doing what they can to help others move forward. |
#27
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“ (done per Smokey Yunick's "the smoother the better" edict) “
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#28
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With Mike's help, design of the squirters is progressing. I've selected some Honda nozzles and machined hollow studs to mount the nozzles through one pan rail of the block. I need to machine an AN-3 male flare onto the exterior ends of the studs, but am having trouble determining the correct flare angle. AN flare fittings are nominal 37 degree, but I need to know the exact angles- I'm quite sure that the male and female flares are not identical angles. Anybody help?
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Anybody else on this planet campaign a M/T hemi Pontiac for eleven seasons? ... or has built a record breaking DOHC hemi four cylinder Pontiac? ... or has driven a couple laps of Nuerburgring with Tri-Power Pontiac power?(back in 1967) |
#29
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Jack: I'm looking at my "Parker Tube Fittings Military Specification Handbook".
It shows the male and female ends to BOTH be 37 (+/- 1/2) degree. If you want to make them slightly different, then you could machine one of them to the high side and one to the low side of the tolerance. But they have no intentional offset. Eric
__________________
"Everybody has a plan until they get punched in the mouth" noted philosopher Mike Tyson Life begins at the end of your comfort zone. “The mind, once stretched by a new idea, never returns to its original dimensions.” |
#30
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I had micro welding of the rings to the piston in the old turbo car -- coolers may have helped
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#31
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Thanks Eric. I guess I was wrong to think that the male/.female angles were slightly different.
__________________
Anybody else on this planet campaign a M/T hemi Pontiac for eleven seasons? ... or has built a record breaking DOHC hemi four cylinder Pontiac? ... or has driven a couple laps of Nuerburgring with Tri-Power Pontiac power?(back in 1967) |
#32
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Mike G- to install the nozzles into the assembled engine is challenging! Similar to the situation with chamfering the interior of Boss Bird's oil passages, I had to invent a tool to spot-face the interior side of the nozzle stud holes which are within 3/4" of the crank counterweights (the as-cast block surface needed spot-facing to allow sealing washers to function). I expect to wrap up the installation in the next couple of days.
[Sorry for the poor quality photo of the mirror image]
__________________
Anybody else on this planet campaign a M/T hemi Pontiac for eleven seasons? ... or has built a record breaking DOHC hemi four cylinder Pontiac? ... or has driven a couple laps of Nuerburgring with Tri-Power Pontiac power?(back in 1967) |
#33
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Thanks for the update Jack. So I guess that means the Honda part numbers we came up with for the squirters were correct. It does look pretty tight in there. My Honda guru says in the Honda applications, they have had a few instances where a technician has not aimed the squirters just right. In operation, the counterweights have lightly contacted them and in a few instances, broken them off. This caused an immediate oil pressure loss in the Hondas. So make sure you have enough clearance in there. This is super cool stuff!
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#34
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Of course, "next couple of days" became a week! And upon trying to crank it over, the Tilton starter just spun without engaging the flywheel. So... a couple more days spent adapting the solenoid from an older Tilton. S'pose it might work this time??
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Anybody else on this planet campaign a M/T hemi Pontiac for eleven seasons? ... or has built a record breaking DOHC hemi four cylinder Pontiac? ... or has driven a couple laps of Nuerburgring with Tri-Power Pontiac power?(back in 1967) |
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