Design and build side-shaft hit and miss from barstock – page 53 gas monkey live

##########

I’m back, after a 10 day rest from this engine. I needed a break, because it wasn’t working up to it’s full potential, and I had totally ran out of ideas. I have had problems right from day one with this engine, where it would fire along with the drill driving it, but then gradually die away and quit when the drill was electricity around the world removed. Sometimes it would run for 5 or 6 minutes, long enough to get a video of it, and then gradually die away and quit. I tried a different cam and cam follower—no joy. I tried a couple of different carburetors—no joy gas variables pogil packet answers. I think that today I have isolated the cause of all my heart-ache. There is something very, very fishy about either the position of the gas tank (in the base electricity and magnetism ppt) or with that anti backflow valve which now has the 1/8 check ball in it. Today I changed back to my carburetor with a 0.156 throat and the gas tank from a different engine mounted about 1/2 below the carburetor throat, and the engine ran for 15 minutes straight and didn’t offer to quit. I actually had to shut it off with the switch. This amazed me so much that I started it three or four more times, and each time I had to shut it off with 5 gases in the atmosphere the switch. I am going to see today about getting a 3/32 steel ball for the anti backflow device. Also, I have to devise a mechanism for the governor which lets me increase or decrease the pressure of the compression spring in the governor while the engine is running, so I can fine tune the hitting and missing.

This is the exhaust cam I am using on this engine. Keep in mind that the angles are somewhat theoretical. I made no allowance for the gap of about .008 between the end of the exhaust valve stem and the part of the rocker 9gag tv arm that contacts it. This gap, called valve lash is necessary when the cam is not acting on the rocker arm, otherwise the exhaust valve would be held open and leak. The numbers say that the valve will begin gas and supply locations to open about 40 degrees before the piston is at bottom dead center, remain open thru the full 180 degrees of piston travel as it moves from bottom dead center up to top dead center and then closes. The reality is that it begins to open about 20 degrees before bottom b games unblocked dead center, however it still must totally close when the piston reaches top dead center. If it remains open past top dead center, the atmospheric intake valve won’t open until the exhaust valve is fully closed. I finally got around to checking the compression ratio on this engine, and it is very close to 7:1 ratio.

Calculated the cubic inch volume of the burn chamber in the head using my 3D software, then subtracted the volume of the valve heads. This gave me the volume in cubic inches inside the head. I know the gas mask tattoo bore and the stroke of this engine, and had modified the con rod so the top of the piston was at the top end of the cylinder at full stroke. so that let me calculate the volume in the cylinder itself. Added the volume of the cylinder and head to give me the total volume.Divided that total volume by the gas evolution reaction volume of the cylinder alone. That answer gives the compression ratio.Ok, thats what I thought, it was calculated. When you posted that you checked the ratio and it was very close to 7:1, it left doubt if you actually measured it or just calculated it.

Earlier, I posted about perhaps making i gas shares up a compression gauge but the idea was pretty much ignored. Considering how many engines you build, it would be a extremely useful tool to assess the real compression of a engine. Its a standard tool for working on larger engines. When making parts, you actually measure the sizes rather than assuming electricity projects for grade 6 they agree with the drawings, why assume compression numbers when its such a easy thing to measure it and be sure? Calculating is required for the design of course but ACTUAL numbers define the final performance.