•8:17 PM
Should you be driving a Harley-Davidson motorcycle you must realise it's motorized with a twin cylinder, reciprocating piston, internal combustion motor unit. Alternating pistons means the pistons go up and down, or backwards and forwards, or laterally depending upon motor unit settings.
Numerous aspects determine the operation of the motor unit however, one of the most basic is the compression rate of the cylinder/piston/head fitting. The greater the compression ratio is, the greater bang or force for each cylinder, up to a point.
A reciprocating piston motor generates hp by combusting a mix of air and gasoline to drive the piston inside the cylinder. This straight line thrust is known as the power stroke. The straight-line movement of the connecting rod-piston set up is utilized in the flywheel, which usually converts the linear motion to circular action. This rounded movement is then sent to the transmission, and also on to the backside wheel, creating forward motion. Sounds very simple, but actually is a lot more complicated.
The pistons in the Harley-Davidson V-twin are designed to deliver a unique compression ratio in a specified use for optimum operating efficiency. Past experiences and history have conditioned Harley-Davidson designers the best compression ratios for motorbikes cruised on the street.
To streamline things let us work with a single cylinder motor as an example. The average four-cycle single cylinder motor (half of a twin cylinder motor) works in a number of distinctive phases or cycles. That's why it is named a 4-stroke motor (or engine). Within the intake stroke (1), air or gasoline is drawn in by vacuum pressure throughout the open intake valve as the piston goes down. Since the piston starts back up (2) the intake valve closes and the gasoline and air mix is compacted. As the piston reaches up to the top cycle the gasoline and air mixture is fired by the spark plug then the piston is forced straight down strongly via the expanding fuel and air mixture (3), creating the aforementioned straight line motion which is transformed through the flywheel into circular power. When the piston returns upward (4), it drives the burned up mixture out (exhaust gases). which is called the exhaust cycle.
lf the compression ratio is lowered, the motor creates reduced hp. lf the compression ratio is fairly high the motor can make a huge amount more power for each cubic inch of displacement than an equivalent motor using a reduced compression setting ratio. Several things impact the chance to run a motor with higher compression, not to mention the use of high octane fuel. With out a availability of high octane fuel, an increased compression motor may be subjected to pre ignition (pinging), a result of the gas air mixture firing prematurely. Pre ignition is often very destructive to your motor.
Compression rate is described in simple terms as the mass on top of the piston at bottom-dead-center (BDC), divided with the mass on top of the piston at top-dead-center (TDC). The higher pressurised the gas and air mixture is when ignited the stronger the bang. A stronger hit will mean more power, and also added stress on all the mechanical factors included. High compression motors require the use of high-octane fuel to avoid pre-ignition and/or detonation, which can bring on expensive damage to pistons, valves, and piston rings or even worse, not winning the race.
For average driving a lot of trained technicians suggest a compression ratio somewhere in 8.5:1 and 9.5:1. Any higher and a higher octane fuel qualification is necessary. With compression ratios lower than 7:1 a bike's motor simply cannot perform effectively. Hopefully you now realize what compression rate means. Then again, this is simply static compression rate. Cam lift and valve overlap and various factors decide the exact or functional compression ratio. Also, remember that increased compression ratios while boosting power may also increase deterioration of the motor. High compression motors usually are not good commuter motors, just like lower compression motors are not excellent racing bikes.
Numerous aspects determine the operation of the motor unit however, one of the most basic is the compression rate of the cylinder/piston/head fitting. The greater the compression ratio is, the greater bang or force for each cylinder, up to a point.
A reciprocating piston motor generates hp by combusting a mix of air and gasoline to drive the piston inside the cylinder. This straight line thrust is known as the power stroke. The straight-line movement of the connecting rod-piston set up is utilized in the flywheel, which usually converts the linear motion to circular action. This rounded movement is then sent to the transmission, and also on to the backside wheel, creating forward motion. Sounds very simple, but actually is a lot more complicated.
The pistons in the Harley-Davidson V-twin are designed to deliver a unique compression ratio in a specified use for optimum operating efficiency. Past experiences and history have conditioned Harley-Davidson designers the best compression ratios for motorbikes cruised on the street.
To streamline things let us work with a single cylinder motor as an example. The average four-cycle single cylinder motor (half of a twin cylinder motor) works in a number of distinctive phases or cycles. That's why it is named a 4-stroke motor (or engine). Within the intake stroke (1), air or gasoline is drawn in by vacuum pressure throughout the open intake valve as the piston goes down. Since the piston starts back up (2) the intake valve closes and the gasoline and air mix is compacted. As the piston reaches up to the top cycle the gasoline and air mixture is fired by the spark plug then the piston is forced straight down strongly via the expanding fuel and air mixture (3), creating the aforementioned straight line motion which is transformed through the flywheel into circular power. When the piston returns upward (4), it drives the burned up mixture out (exhaust gases). which is called the exhaust cycle.
lf the compression ratio is lowered, the motor creates reduced hp. lf the compression ratio is fairly high the motor can make a huge amount more power for each cubic inch of displacement than an equivalent motor using a reduced compression setting ratio. Several things impact the chance to run a motor with higher compression, not to mention the use of high octane fuel. With out a availability of high octane fuel, an increased compression motor may be subjected to pre ignition (pinging), a result of the gas air mixture firing prematurely. Pre ignition is often very destructive to your motor.
Compression rate is described in simple terms as the mass on top of the piston at bottom-dead-center (BDC), divided with the mass on top of the piston at top-dead-center (TDC). The higher pressurised the gas and air mixture is when ignited the stronger the bang. A stronger hit will mean more power, and also added stress on all the mechanical factors included. High compression motors require the use of high-octane fuel to avoid pre-ignition and/or detonation, which can bring on expensive damage to pistons, valves, and piston rings or even worse, not winning the race.
For average driving a lot of trained technicians suggest a compression ratio somewhere in 8.5:1 and 9.5:1. Any higher and a higher octane fuel qualification is necessary. With compression ratios lower than 7:1 a bike's motor simply cannot perform effectively. Hopefully you now realize what compression rate means. Then again, this is simply static compression rate. Cam lift and valve overlap and various factors decide the exact or functional compression ratio. Also, remember that increased compression ratios while boosting power may also increase deterioration of the motor. High compression motors usually are not good commuter motors, just like lower compression motors are not excellent racing bikes.
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