Something Failed, let’s find it! Transmission Analysis.

Speedy said:

The system is not chaotic but largely unpredictable at small scale with current technology.

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Rocket Scientist said:

Meanwhile back at the tranny problem

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cootertwo said:

Opinion probably has to do with your age. I'm 68, and in the "good ole days" mirror finish was the goal

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1olbull said:

M8,
Barge that tin shed to America!

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Speedy said:

Just a reminder here: Intake ports are not golf balls. Nor are they aircraft foils. They are quite unique. There is a long list of attributes that make them so. The flow starts and stops thus the Reynolds number is constantly changing and very rapidly; some of the flow is dry and some laden with fuel; the ports are curved and not a straight tube; the combined fuel air flow must rotate in three dimensions as it enters the cylinder chamber (higher flow numbers in a head on a test bench do not necessarily equate to greater power production); the port must function at partial throttle; the higher the rpm, the greater variation in density and velocity; and the mean temperature changes from TB entry to valve face. These are just the obvious ones.

There is science behind the art of head porting. But the variation in engines, power output and application is endless. Thus what works for one may not work at all for the next. A golf ball is so simple by comparison that to deduce what works for it should work in an engine head is "magical" thinking.

The trend in moving injectors closer to the intake valve and injecting at ever higher pressures allows air in the intake port to remain dry longer and longer. The impact of liquid and vaporized fuel in constantly changing proportions on the performance of an intake system should not be under estimated. The example of rain drops running up the windshield is a good example. Now imagine tiny raindrops in a wind tunnel that changes air speed from 0 to 200mph and back to 0 in about .0023 sec every .009 secs at 6,500rpm. Some droplets vaporize and then re-condense, some droplets grow in size due to surface tension as they contact adjacent droplets but not all, some impinge on perimeter surfaces and then shatter into smaller droplets, some smaller ones reverse direction, some stall momentarily suspended motionless as in a cloud, some adhere to the surface and run along that surface combining into rivulets until something disturbs it breaking the rivulet back into suspended droplets. The system is not chaotic but largely unpredictable at small scale with current technology.

Mismatches between manifold and head port in wet intake systems can be intentional. The benefit of some introduced turbulence on fuel management in the runner can out weigh the cost to gross air flow. Managed turbulence can be more effective than a physical change in geometry to accomplish the same task. Dimples on a golf ball are one example, circumferential witness marks from CNC machining ports are another, as are differential surface finishes on floor, walls and roof of a port.

GM dedicated over a million hours to CFD developing the GenV V-8 port and combustion chamber. Nothing simple about intake systems in four stroke engines.

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DEcosse said:

????





(not that there's anything wrong with that)

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DEcosse said:

????





(not that there's anything wrong with that)

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cootertwo said:

Opinion probably has to do with your age. I'm 68, and in the "good ole days" mirror finish was the goal. However, that was probably before the discovery of shark/porpoise skin, golf balls, ripples, bumps, etc. etc. I believe the US Navy started using that kind of surface on the submarines, as it supposedly causes less drag going through the water. Live and learn I guess.

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Claviger said:

Thanks for confirming Paul.

The plan moving forward I think is to buy a new shift drum, input and output shafts, bearings, whichever gear I sheared, and have most of it cryo treated.

While that’s in the mail, Add an MTC billet basket, refresh the exhaust coating (warranty work), and rework the harness by soldering everything. Relocate all the electrics, PC-V, PDM-60, keyless etc to the stock battery location. Send my oil sample off for analysis.

Add the upgraded starter, pull the stock airbox replace with a custom battery tray for a stronger battery. Add a master kill switch so I can disconnect the battery easily and stop any/all parasitic drains.

Remove all the bullcrap extra stuff on the frame that I don’t need (like the rear fender supports being MASSIVE). Pull the wheels, whee bearings, and send out for powder coating along with some little bits here and there I want redone.

Budget allowing: Get the Carbon Dry tank cover and send all the carbon off for candy paint.

I don’t think there’s any chance I’ll be riding in time for RAA West, but I’m **** sure going to try!! If I don’t make it, it’ll be me waiting on a shop or parts from Triumph!

Will post pics as I go, might as well bring everyone along for the ride

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DEcosse said:

????





(not that there's anything wrong with that)

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