I have a Supra 2JZ-GTE factory turbocharged L6 engine in my Lexus, with automatic transmission. I have a wide but short (top to bottom) turbocharger intercooler, with a wide but short ATF fluid cooler behind it, both in front of the (water only) radiator.
This appears to be a common install, but...
" - Initial "driver's ed" to get your first license. This is indisputably of value in reducing road accidents."
This was widely believed to be statistically accurate for several decades (beginning in the 1960s), and qualified for lower insurance rates, etc.
Until a comparison was done with...
1st place I'd ask for the minimum CH (although I think 1.1" is do-able) is http://bbs.theoldone.com/forum/
I don't think rotational inertia will be a problem using the existing journal sizes. You may want to reduce the counterweight OD and take some metal off the rim for aero and gyro effects.
With 1" added, the rod length is possible.
Piston speed in m/s = stroke X revs/1181. This is only the average, a better limit is piston acceleration which gives the highest instant load:
Z = (N^2)*S*(1+(1/2n))/2189
Where Z = acceleration in f/s/s
N = rpm
S = stroke in inches
n = rod ratio
Values...
I think you should take a step backward and try some fundamental research before designing your own motor. Let me guess: you read somewhere that 1.75-1 is the "ideal rod ratio"? So you began by multiplying your existing stroke by 1.75 to get your new rod length?
Your block is only 8.655" tall...
I agree that raising the rear of the hood (bonnet) is dangerous. The hot air leaving the engine compartment will be OK at low to moderate speeds, but as speed reaches a critical level (based on w/s rake angle, height, trim, etc.) high pressure developing at the w/s base will force cool air back...
5/32" wire cable, complete loop with ends spliced, use largest bolt that goes to the driver's side head. Leave some slack or it will "hum" under even light load.
Weighs nothing, costs nothing, small, lasts 10 years, quiet, adjustable in minute increments.
More strength: double loop.
The combustion cycle is not continuous, due to the characteristics of the fuel, rod ratio, compression ratio etc. There may be a point in the engine's rotation where the combination of cylinder volume, pressure etc. causes the combustion pressure to be momentarily higher than the anti-knock...
Quench and squish are not the same thing, and are not produced to the same degree by the same conditions.
Squish: gasses trapped between the piston dome and head are ejected across the chamber at high speed by the near-collision of the piston dome and head, causing turbulence and mixture...
10,500 is going to break, it's 32.9 m/s - way over F1 (Ilmore: 26 m/s, Honda 23.3). There are too many variables missing from your math - such as the rod bolt isn't necessarily the weakest link.
More reliable: 28 m/s (5500 f/s) max piston speed = 8935 RPM.
Increase in CR will momentarily increase vacuum since the ratio of the volumes being compared has changed. Effective vacuum after TDC ~ V1/V2.
V1 = chamber volume.
V2 = intake port, manifold leg, plenum, carb to the venturi.
More info? read my article...
Pressure will always be below ATM, since there must be a pressure drop at the venturi for carb function, and only really serious FI motors have almost no pumping losses. Typical cruise vacuum: 15" Hg (1/2 ATM)?
The manifold casting temp is typically between 150F and water temp (180-195F), but...
