Recent content by richdubbya

http://www.google.com/search?as_q=&num=100&hl=en&btnG=Google+Search&as_epq=david+vizard&as_oq=&as_eq=&lr=&as_ft=i&as_filetype=&as_qdr=all&as_occt=any&as_dt=i&as_sitesearch=&as_rights=&safe=off Try this.

"I do not see any links on the 6 stroke, is it suck, squeeze, bang, blow, spray-flash, blow?" Hydrae Yes but he is also working on suck, squeeze, bang, squeeze, spray-flash, blow

This sounds like a very interesting concept. I don't think there will be any weight savings, the water tank will offset the loss of cooling system weight. A condenser to recover water from the vapor would be cool. The size required is prolly not feasable. The water and lines will have to be...

How about a cam operated poppet valve turned back and forth with solenoids, the ms could be changed with cam profile.

i believe the forced induction engine would make less power (assuming displacement is similar) for 2 reasons. one, the air introduced into the cylinder will be hotter (and limited to the same mass as the n/a engine) so the limit of the fuel octane will be reached sooner. two, there has to be a...

I believe what he is saying is the equilibrium point is adjusted by air inlet volume, so the system is working at maximum to keep it say at 180 F, when it goes up because of loss of air volume (behind a car), say to 190 F the system only has the capacity to absorb engine heat that is being...

sorry i left this out, another way is to increase the cooling capacity temporarily when needed. an example would be a driver controled air inlet that could be opened for a short time while losing downforce/adding drag but then returned to its original position. maybe just changing for one long...

this can happen when the total cooling systems abilty to absorb heat is regulated to create a certain temperature. Your system is working at maximum to retain that temp. When behind a car and temp rises, there is no reserve cooling capacity to cool the engine back to the original temp. to avoid...

Moving the top ring land up on a turbo engine will give no measureable difference in power output but will increase the possibility of burning a piston edge, especially near the valve cutouts. Dishing a piston on the intake side is counter productive to combustion efficency IMO.

roller bearing cranks are usually made in pieces and pressed together and tend to twist in multi-cylinder engines. They are used sucessfully in Suzuki GS 1150+ 4 cylinders used in drag racing at 12k rpm and 300+ hp. I imagine the sections are welded and the crank isn't serviceable afterwards.

I think it has more to do with the carburetor orientation than the engine. One design aspect that should be followed is a downward sloping intake tract to the crankcase when starting so any excess liquid fuel is drained to the bottom of the crankcase rather than allowed on top of the piston. The...

The type of filter you describe would be very restrictive IMO. The 3" diameter is unacceptable as are the 2 almost 90 degree turns the air has to follow. It may be the filter area is too small also, I have found the larger the filter area the better even if a smaller filter is rated with enough...

This development isnt always used with different strokes and bores but the question was posed that way. Often it is just the cam specs, port specs and piston dimensions that are different.

This is a tatic used among a minority of the top engine builders, i have only heard of it used on american V-8s. Without commenting on it's benefit or lack of, the theory is that a combination of 4 cylinders with large bore short stroke and 4 with a longer stroke and smaller bore (with all...

I dont know what type of engine you are working with, but if it's typical reed valve crankcase induction the actual intake ports in the cylinder wall can not be too big (velocity wise) the only restriction is the strength of the piston and cylinder and the length of the piston. The transfer...