HEY COMBAT? If you are running "70" to Denver, I would buy your lunch or whatever at EXIT 17. My cell phone is 785 821 4381. After one more trip to the Wound Center in Garden City tommorow, 4-6, I plan on being around. Flathead
Yep coming right up 70. I am in witchita now with my brother. we are gona put my truck on the trailer and come in in his pickup. we plan on loading a lathe on the trailer then he is gona go back to witchita friday and im gona stay till sunday and leave sunday morn witha mill on my truck. I was planning on trying to get together with you then. does this sound good?
Pretty much everything Jack said in the last post is what i would have said also.
I just want to add. A frank bowman ring is not a garunteed gain in power. it could be bubble gum for all I care. if it does not seal it does not seal wiether its a new ring old ring or whatever. there are more variables to a good seal here.
number one cylinder condition. ie is it round? is it scored?
next would be ring gap. larger gap more leakage.
Is the ring flat and seals good to the ring land?
Does the piston ring groves have a bunch of carbon build up preventing compression from getting behind the rings?
so on and so on. i made a used cylinder and used stock two ring piston have a 100 over 100 psi reading with a 13 second leakdown count. thats a pretty damn good seal compared to the 94 over 100 psi and a 3 second leakdown count that i had in my first set up.
Again only way to know what any set up is doing is to leakdown test it.
Again the only way to tell no matter what you do or what or how many rings you have is to do a leakdown test. agin see the leakdown testing in previous posts.
Yes a good seal does help prevent cross contamination of the exshaust and fuel air charge but anything you can do to up compression ratio makes more power. I proved this when i reuduced the base gasket and got a power increaseon the very same piston and cylinder combo. granted it wasent much but it was still an increase.
But from what I have been able to understand from Jennings, port timing and compression are not as important as port scavenging. In other words, how quickly we can get the exhaust out and the fresh new charge in. This is mostly controlled by the area of the exhaust ports and transfer ports and also by the direction and smoothness of the transfer ports. I am sure everyone has heard the term Schnerle porting on our glow engines. This is a reference to a man who came up with one of the best ways to arrange the transfer ports of a 2 stroke engine to bring the charge into the cylinder in an upward direction that then pushes the exhaust out. That is why the transfer ports are set at 90 degrees to the exhaust port, to keep the fresh charge from going straight across the piston and back out the exhaust port.
I havent had a chance to read this book but does it mention a boost port? that is pretty popular now and it is a port on the back side of the cylinder that points to the exshaut port. bost porting may have come about after this book was writen im not sure.
First, there is not much gain to be had by changing the intake any as a reed type induction is pretty well regulated by the engine anyway. However the larger carb is needed to supply as much as it can take.
I dont quite understand what you mean here. are you saying this engine is regulated by the reed or are you asking if the engine has something else holding it back beyond the reed?
Also as far as increasing the exhaust port area, raising the exhaust port timming also deos this to some effect. it had no effect on my engine but the cylinder with greater intake port area ie. the two runner cylinder seems to respond to this mod.