Ahah WWW, would you be referring to that piston design which was/is novel, lighter, stronger and more durable?Originally Posted by wobbly
Unfortunately though, nothing strange going on here.
Hardcore Biker
Ahah WWW, would you be referring to that piston design which was/is novel, lighter, stronger and more durable?
Unfortunately though, nothing strange going on here.
"Success is the ability to go from one failure to another with no loss of enthusiasm.”
Forum whore
Underside-pics are rather rare; this is the best I can do.
Hardcore Biker
I have been thinking a bit about making a piston in Inconel or some other high nickel alloy. fumbled a bit in the computer but feeling that succeeding in doing something that could be good is a challenge ... will be a little easier to find benefits if the piston gets bigger (or at least bigger than 50cc that I looking at)
No amount of experimentation can ever prove me right; a single experiment can prove me wrong.
Forum whore
Muhr , I think one important element of a " better " piston design is hinted at in the lovely 4T pics , and from what I can remember about new Ken's proposal is that
the pin boss in the piston only needs support at its ends , not along its length ( not even with the small triangle as you have shown ). Having one end supported by the skirt , and the other
end held by a thin flat support directly up to the dome does double duty. This can be extended in a bigger piston, in that the pin does not need to go anywhere near as wide as the skirt , but can be supported
again at each end with a thin flat support up to the dome.
Ive got a thing thats unique and new.To prove it I'll have the last laugh on you.Cause instead of one head I got two.And you know two heads are better than one.
Forum whore
I'll ask the CNC nicely if it might unprint a piston from this steel bar for me. Actually a composite, not the complete piston.
48mm dia.
Hardcore Biker
As with just about everything, it turns out it isn't unique. That good man Frits posted a pic of a design that was very similar. It's somewhere here within ESE. Happy searching.
"Success is the ability to go from one failure to another with no loss of enthusiasm.”
Anorak
Sorry no
1 a 3/4 at best
Hugh Anderson had one here for a while
Elsberg has pics of the 3 underside and others.
http://www.elsberg-tuning.dk/suzuki.html
looking at a picture i found it looks like the Jaoanese publication the racer may have done a story on it with drawings
https://www.youtube.com/watch?v=79xuDS9l8vI
protar have kits as well it seems
it looks like the Lexmond Museum has one in the NetherlandS?
is this you
https://www.youtube.com/watch?v=79xuDS9l8vI
https://www.youtube.com/channel/UC1f...4W13sxnzfWBKtA
Kinky is using a feather. Perverted is using the whole chicken
Bucket Racer/Crasher
flash new FZR250 pistons?
Forum whore
Here you go, Ken & Muhr. A high pin, because most of the piston mass is between the pin bosses and the crown, and a high pin makes for a lighter construction.
Direct support from the crown center to a short pin and direct heat paths from the crown center to the bearing areas of the skirt.
Hardcore Biker
Yes my attempt is certainly no masterpiece, had a hard time not getting any ovality under heat and load.
with a lot of testing, you should get closer to 0.01 piston clearance, and then have to preheat the engine before starting. Which would be pretty racing.
With 5-10% of the thermal conductivity and almost a third of the expansion, you can probably encounter several interesting consequences
No amount of experimentation can ever prove me right; a single experiment can prove me wrong.
Hardcore Biker
Maybe even this helps to keep the engine operating temperature some degrees lower, without the risk of piston seize.Here you go, Ken & Muhr. A high pin, because most of the piston mass is between the pin bosses and the crown, and a high pin makes for a lighter construction.
Direct support from the crown center to a short pin and direct heat paths from the crown center to the bearing areas of the skirt.
Before this year testing with directly through transfers intake configuration, on Honda RS 125 cylinder, I am worried about higher expansion 2618 alloy special piston in comparison with Honda RS origin.
But the biggest surprise was opposite results. 2618 alloy piston with inner walls, surprisingly worked from 38C to 44C temperature without signs of seize. Then first ride with std intake configuration and original Honda RS piston at this temperature, ended with slightly jammed piston ring on EX side. This repeated more or less every time with Honda pistons until I covered part of radiator with tape and operating temperature rises to 50C - 58C.
Hardcore Biker
Katinas, what an intriguing piece. How does that transfer-shortcircuit-passage work, looks as if it's covered by the skirt at bdc?
Hardcore Biker
Try as they might, these misguided 4 stroke guys have gone to a lot of trouble to try to emulate Fletto's sliding gibs. Must say this one's quite clever though.
https://www.roadandtrack.com/new-car...ZUjLt8FOv0E50Y
"Success is the ability to go from one failure to another with no loss of enthusiasm.”
No8 Wire Extraordinaire
A 4% increase in power? Wow that's a game changer. Probably get that much variation between production engines.
Don't you look at my accountant.
He's the only one I've got.
Hardcore Biker
Andreas, actually this is two intake passages opens and closes at the same time with A and B that works like intake ports too (intake duration through this six ports 206 degrees)
This passages compensate intake restrictions of A, that was partly covered by the piston skirt due to overlap of two exhaust port configuration of the Honda RS cylinder and not needed for narrow one exhaust port type.
This passages only works with intake through transfers configuration, but useless or destructive for normal intake/scavenging type.
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