Just sitting here Learning.... Thinking... wow... talk about over my
head... but the funny thing is I understand the concepts.... Hmmm
This list is a dang hoot sometimes..... K
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> From: Dave Dahlgren <ddahlgren@snet.net>
> To: Thomas E. Bryant <saltracer@awwwsome.com>
> Cc: ardunbill@webtv.net; land-speed@autox.team.net
> Subject: Re: Effect of Flywheel Weight for Bikes and Cars
> Date: Friday, April 13, 2001 10:32 AM
>
> It really can't amount to more than a 1 atmosphere change. I would
suspect what
> happens is the oiling system has problems to be honest. First you have
negative
> g loadings and the oil goes to the front of the pan and then there is
none for
> the bearings or anything else yet you are still at high rpm. The rod
small end
> is usually lubed with splash if there is no splash then there is a
problem the
> big ends also have a problem too. I think when you close the throttle
slowly you
> eliminate the negative G loading and the problem goes away but not for
the
> reason you think. yes closing them slow with a wet sump pan might be a
good idea
> but the failure and cure have nothing to do with the real problem that
caused
> the failure. Every time I have a failure of any part the first thing I
try to do
> is find out the forces on the whole car and not start by focusing on the
> individual part that failed. As a case in point there have been many
failures i
> have seen in con rods in short track stock cars. Would always break a rod
when
> really going for it and braking deeper into the corners. This was in the
days of
> wet sump oiling, now that they are all dry sump this has become a pretty
rare
> thing in comparison. It was all g loading related nothing to do with
throttle
> position. You really have to look at the big picture to start.
>
> Dave Dahlgren
>
> "Thomas E. Bryant" wrote:
> >
> > Dave,
> >
> > Give it some thought.. every engine cycle there is exhaust stroke with
no real
> > pressure above the piston so you are still in the unsafe condition you
describe
> > for 50% or the time.
> > I believe it would be more accurate to say reduced pressure 50% of the
> > time, moving the exhaust out requires some engergy. Closed throttle
> > creates a vacuum which, in my opinion, changes the pressures above the
> > piston drastically. Just a thought!
> >
> > Tom, Redding CA - #216 D/GCC
> >
> > Dave Dahlgren wrote:
> >
> > > Your theory or Surtee's theory would be valid if there were no
exhaust stroke..
> > > Give it some thought.. every engine cycle there is exhaust stroke
with no real
> > > pressure above the piston so you are still in the unsafe condition
you describe
> > > for 50% or the time. As far as making it easier to drive with high
gear only..
> > > My answer is get another driver that will deal with it, the car will
go much
> > > faster with a transmission in it. The funny thing about being the
best is that
> > > you are the best relative to everyone else at the time, and your
methods are the
> > > best at the time you used them. That does not mean that better ways
to do things
> > > will not come along or better drivers and engines. It is all relative
to the
> > > date the records is set. It makes it all fun to see things evolve and
you need
> > > to grow with the new information. This does not ever discount what
someone has
> > > done in the past but does allow for growth and new thinking. Oh and
you dare
> > > wrong on the over rev in a sporty car.. they bang those things off
the limiter
> > > endlessly..and we do get errors on occasion that they have exceeded
the limiter
> > > by 8 or 9 hundred rpm in a set of tight corners with lots of
downshifts.. Some
> > > of these are engines with the limiter set at 9000 or more rpm also.
>
> ///
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