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3.1416 / 4 * bore * bore * stroke * # of cylinders
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Displacement / ( 3.1416 / 4 * bore * bore * # of cylinders)
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Square root of ( displacement / [ 3.1416 / 4 * stroke * # of cylinders)
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(New compression ratio – old compression ratio) / [ new compression ratio * old compression ratio ] * stroke
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Stroke in inches * rpm / 6
RPM
Piston speed in fpm * 6 / stroke in inches
Red Line
Maximum feet per minute:
Cast Iron Crankshaft & Connecting rods (stock): 3500
Forged Crankshaft & Heavy Duty connecting rod & bearing caps: 3800
Racing components: 4000
Professional Racing Components (max rev for under 5 seconds): 5000
Quadrunner/dirtbikes: 3000-3500
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RPM * Torque / 5252
OR
(MEP * Displacement * RPM) / 792,000
Note that the norm for 1.000 Horsepower is 550 pound-feet per second, or 33,000 pounds-feet per minute.......multiply the pounds-feet per minute by 0.0000303 for Horsepower.
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5252 * Horsepower / RPM
OR
(MEP * Displacement) / 150.8
Pounds-feet of torque is the standard form of calculating torque.
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Horsepower and Torque are measured 2 different ways:
Gross: No accesories other than the fuel, oil, and water pumps, and "laboratory" intake and exhaust.
Net: All accesories, as would be installed in a vechicle, such as A/C, Alternator, radiator fan, and stock intake/exhaust systems.
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(HP * 792,000) / (Displacement * RPM)
OR
(Torque * 150.8) / Displacement
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CG location behind front wheels
Rear wheel weight / overall weight * wheelbase
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CG location off center to heavy side
( Track / 2 ) – [ weight on light side / overall weight ] * track
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( Level wheelbase * raised wheelbase * added weight on scales ) / [distance raised * overall weight]
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Flywheel torque * first gear ratio * final drive ratio * .85
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Drive wheel torque / rolling radius
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Wheel thrust / weight
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Weight * CG height / wheelbase * G
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Weight * CG height / wheel track * G
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Weight * G
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Ratio shift into / ratio shift from * rpm before shift
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CI * 0.0163871
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Liters * 61.023744
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G force to centimeters per second per second
G Force * 980.665
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Gallons of what equals pounds?
A gallon of:
|
|
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G force to feet per second per second
G force * 32.174049
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(Cylinder Volume + Chamber Volume) / Chamber Volume
Cylinder volume = .7853982 * bore * bore * stroke
The hardest part of this formula is the chamber volume, which is the volume of the combustion chamber with the piston at Top Dead Center. Make sure everything is in cubic Inches, or it wont work.
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Whats my Transmission ratio?
Here the more common transmission ratios. If your model isnt listed, please Tell Me.
AX-5: 3.93, 2.33, 1.44, 1.00, .79 JEEP
AX-15: 3.83, 2.33, 1.44, 1.00, .79 JEEP
BA10/5: 3.99, 2.33, 1.44, 1.00, .79 JEEP
BW Super B10: 3.44, 2.28, 1.46, 1 UNKNOWN
SR-4: 4.07, 2.39, 1.49, 1 JEEP
T-4: 4.02, 2.37, 1.5, 1 FORD JEEP
T-5: 4.02, 2.37, 1.5, 1, .76 FORD JEEP
T-14: 3.10, 1.61, 1 JEEP
T-15: 2.97, 1.55, 1 JEEP
T-18: 4.02NS, 3.09, 1.69, 1, JEEP
T-18A: 6.32NS, 3.09, 1.69, 1 FORD JEEP
T-19A: 6.32, 3.09, 1.68, 1 FORD JEEP
T-19: 5.11, 3.03, 1.79, 1 FORD JEEP
T-19: 4.02, 2.41, 1.41, 1 IHC
T-84: 2.94NS, 1.94, 1 JEEP
T-86: 2.80NS, 1.69, 1 JEEP
T-90: 2.98NS, 1.66, 1 JEEP
T-98A: 6.40NS, 3.09, 1.69, 1 FORD JEEP
T-150: 2.99, 1.75, 1 JEEP
T-176: 3.52, 2.27, 1.46, 1 FORD JEEP
T-177: 3.82, 2.29, 1.47, 1 FORD
T-178: 3.00, 2.08, 1.47, 1 FORD
SM 420: 7.05, 3.57, 1.70, 1 GM <1969
SM 465: 6.55NS, 3.58, 1.57, 1 GM >1969
GM/MWI: 4.03, 2.37, 1.47, 1, .86 GM (sim T-5)
NV5600: 5.63, 3.88, 2.04, 1.39, 1, .73 Dodge (1999 diesel)
NV4500: 6.34, 3.44, 1.71, 1, .73 GM
NV4500: 5.61, 3.04, 1.67, 1, .75 Chrysler >1995 GM
NV3500: 4.01, 2.32, 1.40, 1, .73 Chrysler
NP435: 6.68NS, 3.34, 1.66, 1 Chrysler
NP435: 4.78NS, 2.39, 1.37, 1 Chrysler
NP445: 4.56NS, 2.28, 1.31, 1 Chrysler
NP435:
6.68NS, 3.34, 1.57, 1 FORD
ZF-5: 5.72, 2.94, 1.61, 1, .76 FORD(german)
M60D ZF-6: 5.79, 3.31, 2.10, 1.31, 1, .72 FORD (99 diesel)
ZF-SF-42: 4.14, 2.37, 1.42, .77 FORD(german)
AW-4: 2.80, 1.55, 1, .69 JEEP
42RE: 2.74, 1.54, 1, .69 JEEP
47RH: 2.45, 1.45, 1, .69 Chrysler jeep (no added overdrive case)
TF-904: 2.45, 1.45, 1 Chrysler jeep
TF-727: 2.45, 1.45, 1 Chrysler Jeep
TF-999: 2.74, 1.55, 1 Chrysler Jeep
TH350: 2.52, 1.52, 1 GM JEEP
TH400: 2.48, 1.48, 1 GM jeep
4L60E: 3.08, 1.88, 1, .79 GM <1 ton
700R4: 3.06, 1.63, 1, .7 GM
A4LD: ALL UNKNOWN FORD ranger
C-6: 2.46, 1.46, 1 FORD
E4OD: 2.40, 1.47, 1, .68 FORD <1 ton
4L80E: 2.48, 1.48, 1, .73 GM
NSG 370: 4.459, 2.614, 1.723, .838 JEEP (2005)
NV3550: 4.04, 2.33, 1.38, 1.00, 0.78 unknown
NV1500: 3.85, 2.25, 1.48, 1.00, 0.80 unknown
545 RFE: 3.00, 1.67 upshift/1.50 kickdown(auto selects proper 2nd gear), 1.00, 0.75, 0.67 Dodge
W5A580: 3.59, 2.19, 1.41, 1.00, .83 Dodge
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What is my transfercase low-range ratio?
NP200: 1.96, gear-driven
NP203: 2.00, chain-driven
NP205: 1.96, gear-driven
NP207: 2.61, chain driven
NP208: 2.61, chain-driven
NP241: unknown, chain-driven
Borg-Warner 1345: 2.72, chain-driven
Borg-Warner 1350: unknown, chain-driven
Dana 18: 2.46, gear-driven
Dana 20: 2.00, gear-driven
Dana 300: 2.61, gear-driven
Jeep Quadra-trac: 2.57, chain-driven
NVG271: 2.72, unknown
NVG242HD: 2.72, chain-driven
NVG242HD AMG: 2.72, chain-driven
NVG246: 2.72, chain-driven
MV244HD: 2.72, unknown
Atlas ultra-low: 3.8, gear-driven
Atlas Extreme-low: 4.3, gear-driven
Atlas highlander: 3.0, gear-driven
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Transfercases are driven by two ways- chain or gear.
Chain driven units tend to have extremely short lives on heavy duty vechicles, due to the chains snapping and sometimes putting holes through the cases. They may be quieter than their gear driven counterparts, depending on install, and are found on newer cases. They also tend to weight less.
Gear driven units are more desirable, as they can handle the power of a mud truck or rock buggy. Although they are being out populated by newer chain units, gear driven cases, the NP205 being most notable, are still easy to find under old trucks sitting in a junkyard, or under just about any truck rated for 1 ton or more. Gear drives can also be noisy depending on installation, and are often built wih stronger cases, meaning they weight more.
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| Axle | weight rating | brakes | Ring gear Dia. | Max. Torque | Continuous Torque | Type | Tube Dia. | Weight | yoke | Ratios |
| 20 | NA | NA | NA | NA | NA | NA | NA | NA | NA | NA |
| 44SF | 3300 | disc | 8.5 | 4400 | 1100 | semi-float carrier | 2.75 | 130 | 1310,1350 | 3.54, 3.73, 4.55, 4.89, 5.38 |
| 44F | 3300 | none | 8.5 | 4400 | 1500 | full float carrier | 2.75 | NA | 1310, 1330, 1350 | 3.54, 3.73, 4.09, 5.38, 5.89 |
| 44DF | 3300 | disc | NA | NA | 1500 | dead steer | 3.562 | 235 | 1310, 1350 | NA |
| 44IC | 3500 | disc | 8.5 | 4400 | 1750 | NA | NA | NA | 1310, 1350 | NA |
| 60SF | 4200 | disc | 9.75 | 6000 | 1500 | Full Float Carrier* | NA | NA | 1330, 1350, 1410 | NA |
| 60FF | 5900 | disc | 9.75 | 6000 | 1500 | Full Float Carrier* | NA | 180 | 1330, 1350, 1410 | 3.54, 4.10, 4.56, 4.80, 5.86, 6.17, 7.17 |
| 60F | 4300 | disc | 9.75 | 6000 | 1500 | Full Float Carrier* | NA | NA | 1330, 1350, 1410 | NA |
| 70B | 7500 | disc | 10.5 | 7000 | 1750 | full float carrier | 3.625 | 250 | 1330, 1350, 1410 | 4.10, 4.88, 5.13, 5.86, 6.17, 7.17 |
| 70HD | 10,000 | disc | 10.5 | 7000 | 1750 | full float carrier | 4.00 | NA | 1330, 1350, 1410 | 3.73, 4.56, 4.88, 5.86, 6.17, 7.17 |
| 70HDOS | 10,000 | disc | 10.5 | 7000 | 1750 | full float carrier | 4.00 | 500 | 1330, 1350, 1410 | 3.54, 4.10, 5.86, 6.17 |
| 70BF | 5700 | disc | 10.5 | 7000 | 1750 | Full Float Carrier | 3.625 | NA | 1330, 1350, 1410 | NA |
| 70DF | 5700 | disc | 10.5 | 7000 | 1750 | Full Float Carrier | 3.625 | NA | 1330, 1350, 1410 | NA |
| 70IC | 7000 | none | 10.5 | 7000 | 1750 | Full Float Carrier | 3.625 | NA | 1330, 1350, 1410 | NA |
| 80 | 11500 | none | 11 | 10,000 | 2500 | Full Float Carrier | 3.625 | NA | 1410, 1480 | 3.54, 3.73, 4.10, 4.30, 4.63, 4.88, 5.13 |
| 2.5 Rockwell | 10,000 | drum | NA | NA | NA | Toploader | NA | Front:850(730 w/ disc)/Rear:700(580 w/ disc) | 1410 | 6.72 |
| Corp. 14 Bolt | NA | NA | 10.5** | NA | NA | Full Float Carrier** | 3.5 | NA | NA | NA | Ford 9" | NA | NA | NA | NA | NA | C-clip | NA | NA | NA | NA |
* = Some Dana 60 axles are C clip Single floaters
** = Some Corp. 14 bolt axles are single floaters; they have smaller ring gears
Thanks to Captain RPM For some of the above information
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Dana 20: Not very suitable for off road use. (Quarter ton axles)
Dana 44: Because they only handle 3300 pounds, these axles are pretty much limited to jeeps and small buggies. They can only work with 1100 ft. lbs. of continuous torque, which adds up quickly if you run a big block chevy. But remember those ratings are per axle, and the torque and weiht is going to be distributed between both axles. (Half Ton Axles)
Dana 60: These are probably the most popular axles out there. with weight ratings of 4200, 4300, and 5900 (depending on model), they are big enough for a mid- to large size rig. They can handle 1750 ft. lbs. of torque, which is more than you would ever need. (3/4 Ton Axles)
Dana 70: Commonly referred to as 1 ton axles, these came on 1 ton full size trucks. With that in mind, Many people use them in their rock buggies for their strength- they can handle up to 10,000 (5 TONS!) and 1750 ft. lbs. of torque EACH. (1 ton axles)
Dana 80: The king of dana axles. with a weight capacity of 11,500 pounds and a torque rating of 2500 ft. lbs., I don't see how someone could break one of these when driven correctly. I'm sure they'd be more popular if only we knew exactly what they came on. (update: they come on the F450 trucks and other trucks in that category)(1 1/4 Ton axles)
2.5 Ton Rockwells: One word can define these monsters- bombproof. Otherwise the military wouldn't have used them. Sporting 6.72:1 gearing (cannot be altered), top loader design, 1.61" axleshafts, 10,000 pound rating, and a weight of only 600 pounds with the drums removed, These are almost impossibe to break, even with 52" tires. You can flip hubs in or out on front and/or rear axles to reduce their width from 79.5 to 69.5 inches, and run them with well over 700 horsepower at the engine's flywheel. All this in a street legal package, too! (2.5 ton axles)
Corp. 14 Bolt: The strongest axle made by General Motors. Used in chevy and GMC trucks up to 3/4 ton (the 1 tons used D70's) and some race vechicles when the ford 9's aren't attainable. (3/4 ton axles?)
Ford 9": The most powerful universally used axle arguably. With well over 30 gear ratio's and the ability to pull the case apart easily, whats not to like in these axles? They are powerful when built, and when built up with even heavier duty parts, these axles can withstand just about anything, which is how they earned the reputation of being one of the few different axles used in professional race vechicles.
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This may appear to be complicated at first, but it is possible to determine about how strong an axle is.
What that table shows is the result of a formula I (and rimmer-see credits) have made, which shows how much force is being shown to the axle. The highr the result, the more stress the axle is being put under, and faster it will snap. The engine torque and transmission, transfercase, and axle gear ratio's generste the aount of torque being shown to the axle. The stress which the tires' size and weight and vechicle weight is then factored in next. Then the number of tires (not always 4) is factored in.
The right table shows the axle strength itself. It takes the axle rating, multiplies it by the number of axles, and divides it by the force. Anything under .2 means it probably wont hold up, from .3 to .6 is neutral territory, and .7 and up is likely it will hold up. The best way to get an accurate reading is to include the vechicle's weight and the weight of any extra items (people, gear, ect) in the vechicle weight box, so that it shows the weight it will actually weigh. I wont guarantee it's accurate, but it will give you an idea. It will only work with street and offroad tires- not with racing tires, since they change shape.
The divisor is the amount of friction. The more friction between the tire and ground, the higher the number should be. 1 is normal, highest (like reallllly think mud) is 6.
I would like to thank Rimmer of Runboard.com for helping fabricate this code.
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How Fast Can I go?
This is accurate to +- 1 MPH, but doesn't count any losses in (decuct from there). PLEASE NOTE: DO NOT LEAVE ANY FIELDS BLANK ON THE FORM. PLEASE USE "1" FOR MATHEMATICAL PURPOSES. Axle/chain ratio is the ratio in the differential, or for quads/bikes, the back tooth divided by front tooth (48/12 = 4).
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There are 3 types of Ford 351 CI engines:
FYI:
Comapnies receive many phone calls from classic Mustang enthusiasts inquiring if the engine in their 1969 or 1970 Mustang or the 1969 or 1970 Mustang they are contemplating purchasing is a 351 V-8 Windsor or a 351 V-8 Cleveland. First of all, virtually
all 1969 351 V-8 engines were Windsors and virtually all 1970 351 V-8 engines were Clevelands. There are a few exceptions.
Over the years a few 1969 Mustangs with factory installed Cleveland engines have been spotted. By checking the build dates of these Cleveland 1969’s it has been found that in every case these Mustangs were produced in the last week or two of 1969 production when perhaps the factory ran out of Windsor engines. Conversely, very early production 1970 Mustangs equipped with 351 V-8 Windsor engines have been spotted. Again, perhaps the producing factory was using up their supply of Windsor engines before beginning Cleveland engine production. In either case seems to be a very rare occurrence.
351W
The 351 Windsor's radiator hose attaches to the radiator and connects directly to the front of the intake manifold via a water neck.
Windsor 351 V-8 Engine
1. Valve cover is held in place by 6 bolts.
2. Spark plug socket is 13/16 inch size.
3. Distributor gear is 1 1/4 inch diameter.
4. Radiator hose connects to water neck on the front of the intake manifold.
351C
The 351 Cleveland's radiator hose attaches to the radiator and connects directly into the front of the engine block. It makes a 90° bend from the radiator to the engine block.
Cleveland 351 V-8 Engine
1. Valve cover is held in place by 8 bolts.
2. Spark plug socket is 5/8 inch size.
3. Distributor gear is 1 1/2 inch diameter.
4. Radiator hose is essentially a 90 degree hose that connects directly to the top front of the engine block.
Casting Numbers
1969 351W engine block -- both 2 barrel and 4 barrel engines -- C8TE-6015-A
1970 351W engine block -- both 2 barrel and 4 barrel engines -- C90E-6015-A or C90E-6015-B or D
1970 351C engine block -- Before 10/15/70 --D0AE-6015-A, C, E, G, J
1970 351C engine block -- After 10/15/70 --D0AE-6015L
1969 351 V-8 Windsor 2 barrel heads -- C90E-6090-A, B, D, F, or J
1969 351 V-8 Windsor 4 barrel heads -- C90E-6090-A, B, D, F, or J
1970 351 V-8 Windsor 2 and 4 barrel heads -- D00E-6090-C or D0AE-6090-J
1970 351 V-8 Cleveland 2 barrel heads -- D0AE-6090-E or D0AE-6090-J
1970 351 V-8 Cleveland 4 barrel heads -- D0AE-G, M, N, or R
351M
Though of currently unknown orgin and/or naming, We have been told the 351M to mean 351 Michigan, and is a Smog equipped 351C.
FYI: From 58 to 66 ford made a V8 with a 4" bore and 3.5" stroke, and advertised it's displacement as 352 CI. Then in 69, Ford introduced a new engine that was lighter, but had the same bore and stroke, but advertised it as a 351.
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There are several different sizes of engines.
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4" bore, 3" stroke: 302 CI
4" bore, 3.03" stroke: 305 CI
4" bore, 3.48" stroke: 350 CI
4" bore, 3.5" stroke: 352 CI
4" bore, 3.9" stroke: 396 CI
4.25" bore, 3.75" stroke: 426 CI
4.25" bore, 3.76" stroke: 427 CI
4.25" bore, 4" stroke: 454 CI
4.25" bore, 4" stroke: 455 CI
4.5" bore, 4" stroke: 502 CI
4.25" bore, 4.42" stroke: 502 CI
4.5" bore, 4.5" stroke: 572 CI
4.6" bore, 4.75" stroke: 632 CI
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Small Block: 4.00", 4.125" (4.16" recommended maximum)
Big Blocks: 4.25", 4.5",4.6" (4.65" recommended maximum)
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Turbochargers increase the air pressure being put in the engine. It does this utilizing twin turbines connected by a shaft inside a metal case. see a full description by Clicking Here.
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Like Turbochargers, Superchargers increase the air pressure entering the engine, but in an entirely different way.
The most recognized supercharger is the Root or screw type, appearing on everything from 4 second top fuel cars to tractor pullers to boats. The easiest way to identify them is the 3" belt most are driven by. They are produced in steps from 6-71 to 14-71. 6-71 superchargers are the smallest, and anything under 10-71 is generally street legal. Since the carburetors mount to the supercharger, the stock intake is removed and replaced by a motor specific one that adapts the supercharger to the motor.
Another type of supercharger that is steadily getting more common is a centrifugal one. It is ran off an accessory belt (such as alernator belt), and inside the case there is a step up gear or belt drive to spin an impeller at high speed, like a turbo. These are good if you have a large engine bay and don't want to cut your hood, but many require you to tap into your engine's oil pan to oil the internal drives.
For more information, Click Here.
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Ever wondered how much fuel your engine drank, or how to calculate it, to see why you got the fuel mileage you did? I came up with this formula, which isn't very complicated, to find out. Being we have a 1977 C-30 pickup, I wanted to know what made it get 10 MPG, and how to improve it. Here is what I used:
GPM @ 3000 = 3000 RPM (or so) @ 60 MPH @ 10 MPG = .1 GPM @ 3000 RPM
6 gallons per hour @ 3000 RPM = .1 gallons per minute @ 3000 RPM (mathmatically)
What that says is that the engine drinks 6 gallons per hour at 3000 RPM, which translates to .1 gallons per minute. Here's how I got that:
60 MPH / 10 MPG = 6 GPH / 60 minutes = .1 GPM @ 3000 RPM
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This formula is to tell you what MPG to expect after changing tire sizes or gearing while keeping the same engine, by averaging the gallons used per revolution of the crankshaft and converting it to the new RPM caused by the gear or tire change.
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This is a non working project i'm trying to do, it's the second code on here that I've actually compiled by hand. IT may take awhile for it to work.
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Ever get confused about tire sizes when comparing them? There's 3 different styles of tire size formats, and it get get incrediable difficult when trying to compare them.
22x11-8 = 22 inches tall, 11 inches wide, 8" rim
The first number is the hieght, the second is the width, third number is the rim diameter. This form is the easiest to understand, since it is straight forward.
16R20 = 16 inches wide, 20" rim, undefined height
The first number is the width, the second is the rim diameter. As for hieght, it isn't listed,making this form the most complicated and least useful.
235/85R16 = 23.5 cm wide, 16" rim
Confusion. Thats what this is. It is the most popular, and the most confusing form of tire size. For starters, it's in a combination of metric and standard sizes, and to finish it off, it takes a calculator and knowledge to put to use. Should I even have to say it's the hardest to explain? using the above example:
| 235 | / | 60 | R | 16 |
| A | B | C |
The formula is (2*(A*(B/100))+C) = height, not including the transistions between metric and standard systems...which makes it (2*(A*(B/100))+(C*25.4))/25.4) = hieght .
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Differences between 2 and 4 stroke engines
There are several differences between 2 and 4 stroke engines, other than the name. The two easiest ways to tell them apart is that a two stroke has no valves and has only 2 strokes-compression and power. Most two stroke engines require that the fuel and oil be mixed to a specific ratio, however, some newer engines have oil injection.
Four stroke engines are the most common. They are called four strokes because the piston goes up and down 4 times per power "hit". The strokes are the Intake, Compression, Power, and Exhaust strokes. Four strokes have a considerably longer life span than 2 strokes, but make approximately half the power.
The reason 2 stroke engines aren't in public transit vechicles is because they aren't very fuel efficient. As an be seen in the animation above, fuel is able to flow across the piston and out the exhaust without being burnt.
Is it possibly to have a 2 stroke with the long life of a 4 stroke and power of a 2 stroke? As far as I know, there isn't a 2 stroke engine out there making more than 25 Horsepower that doesn't have to be rebuilt occasionally.
What do you get when you combine the two engines? I happen to have an engine which is a 4 stroke, but the spark plug fires on every revolution. This is because the magneto is driven by the flywheel and isn't computer controlled. It doesn't neccisarily harm the engine...it fires the sparkplug on the combustion and exhaust strokes, which doesn't matter. However, it likely can lead to shorter plug life.
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So you want to increase your power? You have a wide variety of options. Here's a brief rundown of them:
Supercharger: If you want continuous power, you can supercharge your engine. Depending on what type you get, you may have to tap into your oil pan, cut a hole in your hood, or put a cowl on your hood. (see section earlier on page)
Turbocharger: Again, if you want continuous power, you can turbocharge your engine. You'll likely need to install a air-to-air intercooler, and have to re run exhaust and intake hoses. This can take, time, money, and engine compartment space. (see section earlier on page)
Cold Air Kit: Providing only a small gain in power, this can still make all the difference in your motor. Instead of having your air cleaner suck air from the crazy hot engine compartment, a cold air kit draws air to the air cleaner from below the front bumper, putting a cooler air charger into the motor, making more power.
Cowl Induction: A cowl induction hood can do two things at once- Increase looks and power. Like a cold air kit, it draws cool air to the air cleaner, but does so using the vacuum created by air hitting the windshield. Most Cowl hoods are fiberglass, not steel, so they are light and easy to install. They use your old hardware, some may need different springs, but can slightly hinder your view from the extra hood height.
Fuel Delivery Systems: EFI is more economical than carbuetors, but if you have an old engine, EFI is out of the question. If your vechicle has MFI (rare), you're in need to changing fuel delivery systems. Many old vechicles have carburetors, but what they may or may not know is that certain caburetors consume more fuel than others. The Quadra Jet Fits this description, you can likely gain 1 or 2 MPG by ditching your quadrajet in favor of a new modern carb. 1 or 2 MPG may not be much, but with today's fuel prices, it can make the carb pay for itself after awhile. By improving fuel economy, the engine is burning the fuel more efficiently, making more power.
Weight: Believe it or not, your vechicle's weight can drain power from your engine. By weighing more, that's more weight the engine has to move, stressing the engine. By limiting it's stress, it can make more power and burn fuel more efficiently.
Engine Work: Engine work is pricey, but can make all the difference. Some things you can do with a few a few pneumatic tools, others you may be better off trusting a machine shop with. Boring the cylinders, installing a stroker crankshaft, milling cylinder heads, porting cylinder heads, new camshafts, new lifters, new lifter springs, just about every component in your engine has some influence in your engine. Changing any one of them can raise power.
Oils: Standard 10W40's just dont cut it anymore. By using synthetic oil in your engine, transmisson, and even axles, you decrease the friction, allowing the engine to make more power.
Nitromethane: Be very careful with this power adder- it can easily make your engine blow the crankshaft in thirds and out through your oil pan. Works generally best with a few PSI of boost from a supercharger or turbo, but can do well on it's own. Nitromethane isn't easily combustable- you can put a match to it and it's smother the match out. Now if you put a match to it and compress the nitromethane, it'll make a very large fire. Because of this, you'll want a VERY strong crankshaft and 10:1 or so compression. 5-10% is generally good for street/strip cars, 20% if it's a drag car only.
Exhaust: Putting headers and high flow catylitics and mufflers on your vechicle can add well up to 30 HP to a bone stock motor.
There you have it- 10 ways to increase power.
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More Things You Might find helpful:
Some of these are advertisements, some are good sources of other info, and others are links already used on this page that I threw back in incase you missed them.
Cylinder & circle dimension calculators
Cylinder & Circle Formula's
USA6x6
USA6x6 Forums
Captain RPM
Octane Explained
How Turbochargers work
How Superchargers work
W3 Web Schools
Search Engine Optimization and Free Submission