gzero escribió:Just, one question. Which car the second photo head comes from? The one were we see the groove close to the valves, but there is no hole for the spark plug. Where is placed on this car the spark plug?
I wonder why this particular question is so persistent, huh Randy . May be the diesel syndrome .
@ Marivs: Yo creo que aunque haya agua debajo de la squish de escape, si vamos con cuidado y en el punto más profundo de la ranura, hacia su mitad, vigilamos que la ranura no sea más de 5 mm o así de profunda, dejándole una forma un poco curva a su fondo vista de lado, no habrá problema.
"The only true law is that which leads to freedom" (Jonathan Livingston Seagull)
gzero escribió:Just, one question. Which car the second photo head comes from? The one were we see the groove close to the valves, but there is no hole for the spark plug. Where is placed on this car the spark plug?
Un saludo
Ottiá. Pues no habia caido yo en eso.....
Where the hell are located the spark plug on this engine???
To acknowledge Mr. Randy Naquin's divulgation efforts on the grooves, and to thank him for his kind visit to our Team Calibra 026, I hereby invest him with the title of 'Honorary Master Calibreitor'.
This much coveted rank entitles him for being paid beers, on perpetuity, by any Team Calibra 026 member at hand whenever he comes to Spain. It also entitles for an escort formation of Calibras ... in the highly unlikely case that we can keep pace with his Camaro
Merry Christmas to all!!
TC026: Find a place, meet your friends, stir, have fun...
[img]kdd2008finbh3.jpg[/img]
Porque nadie sabe, ni imagina, en que punto del mapa volveremos a reunirnos...
The first i though when i saw the photo was: A diesel engine head..... but, is this camaro a diesel one?? That´s the reason why i asked.
Trully don´t Know why you wonder, nobody has written here that we´re spoken about a diesel head. Anyway ......
I am deeply moved by your words of gratitude, site administrator Tropic. And it is with a profound sense of modesty that I accept the honor that you have chosen to present to me.
I am very happy to be here on this last day of 2006. I feel honored, humbled and deeply moved that you grant this status to me a simple man from Louisiana. I am no one special but I believe this recognition is a true assessment of dedication, love and perseverance which I try to practice.
I accept the prize with profound appreciation. No matter what part of the world we come from; we are all basically the same human beings. Together we will succeed in taking the internal combustion engine to a level higher than others believe possible.
Thank you, administrator Tropic, thank you, members of Team Calibra 026; I am honored to receive such a statue.
The 350 Chevrolet engine in my Camaro is a SI gasoline engine, the spark plug location is hidden with the camera angle. That picture has been the subject of many questions as indicated by Telvm.
Here’s another angle of the same cylinder head, this one shows how I was testing close piston to dead clearance, piston contact causes the clean area below the spark plug. The test concluded the engine was more prone to detonation with the tight squish clearance.
gzero escribió:What kind of fuel is common to use on this races?
It is common to use a special formula heavy leaded racing fuel to allow raising compression ratios to 13:1 or higher. This fuel comes at a huge cost, two to three times as much as regular unleaded fuel used in street driven vehicles.
in New Orleans they sell BP 87 regular gasoline (87 US AKI octane roughly equal to 95 RON octane Europe) at $2.19 per gallon. One US gallon being 3.785 litres, that's $0.58 per litre. One US buck being 0.7578 euros, that makes 0.4395 euros per litre.
Here in Madrid BP 95 RON gasoline costs 0.982 euros per litre (= $4.905 , almost five bucks per US gallon). More than double the price.
So I predict any help from the grooves on fuel consumption would be warmly welcome this side of the puddle .
"The only true law is that which leads to freedom" (Jonathan Livingston Seagull)
As we could say aroud here, putting a leg out of the bag.... i mean, a bit Off Topic... about driving Mustangs at the other side of the pond, all i can say is:
Gimme more, gimme more RWD V6 roaring at my right feet
There´s something special about driving a pony car, it´s a feeling i could never explain... But from the first time i drove one, till now, it´s in my mind, i want one
I may love the Mustang because it was the first RWD car i drove...
Maybe I love it because i drove it across America from north to south and gave me lot of experiences to talk about and remember...
Till now, all driven, all said, there´s something special in your "car culture" i like, and one day i´ll drive a Mustang around here, just for pleasure it´s just a question of time....
I wish you all a Happy New Calibra Year
Any topic, without pics.... como que no No es lo mismo, i´d rather prefer a ´69 Mustang, but....
TC026: Find a place, meet your friends, stir, have fun...
[img]kdd2008finbh3.jpg[/img]
Porque nadie sabe, ni imagina, en que punto del mapa volveremos a reunirnos...
TC026: Find a place, meet your friends, stir, have fun...
[img]kdd2008finbh3.jpg[/img]
Porque nadie sabe, ni imagina, en que punto del mapa volveremos a reunirnos...
Automotive Breath escribió:Here’s another angle of the same cylinder head, this one shows how I was testing close piston to dead clearance, piston contact causes the clean area below the spark plug. The test concluded the engine was more prone to detonation with the tight squish clearance.
(Follows an explanation for the benefit of the local audience on your experiences with piston clearance pre and post grooves)
Es interesante lo que comenta aquí Automotive breath. La sabiduría convencional entre los hot-rodders es que en motores de alta compresión es mejor dejar la mínima distancia posible entre el pistón en TDC y la culata (piston to head clearance), para maximizar el efecto quench/squish y prevenir detonación. Esto llega a ocasionar problemas cuando a muchas rpm el pistón contacta físicamente con la culata (como en la parte inferior de la foto, tomada cuando la piston clearance era pequeña).
Con las grooves, Automotive breath ha descubierto que no solo permiten abrir más la piston clearance (evitándose los problemas de contacto a altas rpm), sino que abriéndola el motor detona menos. Otro buen indicio de la eficiencia de las grooves contra la detonación.
"The only true law is that which leads to freedom" (Jonathan Livingston Seagull)
. May be the diesel syndrome 
.
. And we the people who like fast-cars and engines easily understand each other, over language and geographical barriers 
about driving Mustangs at the other side of the pond, all i can say is:
it´s just a question of time.... 
