I'm in the middle of a medical battle. You gentlemen help me when I get my Wednesday stream. I'm a tool and die màker retired. Exdrag ràcer. Thanks for giving me something to look forward to weekly. Keep up the good work 💪.
Sorry about what you're going through. I can relate about getting these every week though, I'm the primary care giver of my 86 year old mother who has been slipping further and further into senile dementia, so yea every week when I get this I take a break from reality and take some time to laugh at Kevin's oft witty remarks. Hang in there, I hope things work out for you.
I’ve found these videos recently and watched all the back catalogue and now wait patiently for a new episode every week. Kevin Cameron’s encyclopaedic knowledge is amazing and I look forward to learning from him every week. Great jobs lads, greetings from🇮🇪
I remember back in the 70's? Suzuki had those ram air cooled cylinder heads on the old GT255/380 line of bikes.. Only recently found this channel and it's become one of my most watched.
Im a Lambretta enthusiast , air cooled engine . I found it gets heat saturation and lost power , ive increased air flow over head and cylinder but its Never enough . im now designing a radial head with more fin area . great channel Kevin is a top bloke Ive been trying to explain cooling on my you tube channel to other lambretta owners who think they can tune engines and not change the cooling of it , its been hard work .
In the 1960s when two-stroke GP bikes took over, the biggest cooling issue was overheating and distortion of the cylinders. The engineers went for water cooled cylinders long before adopting it for heads - see MZ for example. Some backyard engineers would cut the fins off a standard two-stroke cylinder and weld a water jacket to it.
@@pashakdescilly7517 we went with water cooled heads on our racing Lambretta's in 88/89 and the fully watercooled its all according Which class you race as there are restrictions on what tuning and modification are aloud
@@SRP-sidecar95 Interesting. Did you go for water cooled heads first because it is easier to make? Could these be bought, or did you have to do the work yourself? Of course, any race machine must conform to race regulations that apply.
I love watching all these videos and I used to love reading Kevin’s column in cycle world. I’ve been riding for 51 years and I had no idea how any of this worked until it was explained so eloquently and clearly by you.
Great stuff. The information is addictive . I've Read Kevin's TDC for years but hearing him speak is wonderful, such great humor and descriptions can be hard to express in the written word. But hearing the spoken word is a special treat. Please keep the pod going. I look forward to it each week and have gone back to the archives since I've discovered the podcast. And Mark dose good too.
Thank you for your fine podcast. I've enjoyed both of you guys'work in the past and am grateful to hear it. When Kevin was sharing about the flame front of a hemi engine being longer compared to the flatness of conventional heads (shortest distance is a straight line and all that) I was reminded of a Don Garlits' story. On the 426 hemi became available. Done Garlits was tasked with getting it up to speed using nitromethane. Though he and others had gained success with the previous 392ci hemi, he ran into all sorts of problems with the 426. In fact he was so discouraged , he through so much advance timing into it with the hope that it would blow up. No, that's what it needed. So that let's start the party early with the flame with a high degree of advance was just that what that hemispherical shape needed to do to get the most use out of the nitro. I like you two said too about imposing reality. There's an old Latin phrase which basically means "What's first in reality is last in perception." It's s there. We just got to bump into it (or it to us)!
51:51 as a hot shot engineering student Im embarrased I hadnt come up with that to cool drinks at summer parties, especially after learning about convection heat transfer I shouldve realised that a bigger Reynolds number means bigger heat transfer
TGIW. I see we read the same books (thanks directly to you)! This helps a lot because hearing others say something helps when learning about those concepts and their development in the history of engineering. Keep up the good work.
I really enjoy watching these guys very entertaining. They really make what would seem like a potentially boring subject into a real feast gof the ears and imagination good work guys
Combustion heat removal is highly dependent on the accumulation of combustion chamber deposits. Those deposits generally reach an equilibrium thickness over time, and these deposits have a very low thermal conductivity compared to metals. So we are, in fact, using "coated" combustion chambers to help keep heat in the working fluid (mostly air). Before lead was removed from gasoline, these deposits contained a lot of lead compounds which did have higher thermal conductivity, so the removal of lead, cooled our "heads and jugs". Ditto for the removal of octane improver MMT (Methylcyclopentadieny Manganese Tricarbony) which left Manganese compounds in combustion chamber deposits.
Another great podcast, well done guys! You mentioned oil windage. My first exposure to it was about 40 plus years ago when I bought a book written by the legendary drag racer of the time Bill Jenkins, affectionatley known as Grumpy. Wish I could remember the name of the book but the detail in which he covered such things that my 20 year old mind did not even realise existed really opened up my thinking. I am sure your work with these podcasts is doing the same for many. Thanks again.
Greg's airplanes and automobiles channel has a video about turbo-compound airplane engines that's worth a watch, as is his whole channel if you have any interest in aviation.
There's a couple of technological transitions I remember from the 70's and 80's. The European manufacturers were using forged pistons in their air-cooled engines, so kept a tighter control on tolerances. It seemed the MX bikes didn't have as many problems as they kept moving more than enduro, however they still went through more pistons. I see some enduro bikes still come up with cooling issues with not enough fan or just not enough heat rejection for hot, slow conditions. A 250 2s doubled in power from early 80's to 90's. Drum brakes were less susceptible to water ingress, but if held under water, they took a long time to become effective again. Disks, overall, were considered the go-to. Apparently water ingress is not fully abated with e-bikes.
Another and informative and thought-provoking episode! My one complaint is that Mark tends to frequently interrupt Mr Cameron mid-sentence, derailing the point he is making.
In my Hodaka motocross days I would push the bike to the starting line. I would wait until the starter raised the 30 second board and then count to ten before starting the engine. This was worth a couple of extra horsepower on the run down to the first turn. About 1/2 way through the first lap I would feel the motor lose some snap off the turns.
one year, at Daytona (the year James Adamo died) we and several other teams were running one carbon and one steel brake rotor up front. the reason was that the carbon rotors would get cold on the long fast run around the banking, so the guys would have no brakes, just before dropping into the left hander into the infield. what then happened was that heat shock (from cold to absorbing all braking energy into one steel disc, as the carbon was doing nothing until it got hot, later in the lap) on the steel rotors caused them to explode. I think that's what killed Jimmy, and it is what almost took my rider's foot off (Jacques Guenette). I think Jimmy's brake parts locked his front wheel and catapulted him into and over the armco barrier. Jacques was much more lucky.
I'd be interested in hearing a discussion of what bikes Kevin and Mark have owned over the years, and what they liked and disliked about them. What one(s) do they regret selling/crashing the most, and which bikes are they happy to never see again. Honestly, I can't recall Kevin ever mentioning a bike that he's owned (in either print or podcast). Is it possible that he's owned nothing but Vans? ;-) As always, thanks for the content, boys! It's good stuff.
I'm one of the tuned, 2 stroke, air cooled classic Lambretta riders that @TheSteelweasel mentioned. He has helped me understand heat saturation now I've got to implement some of his ideas. And he sent me here. I'm learning a lot and this is a very valuable episode for me. This playlist of a planned 200 mile ride out of LA and along the Mojave shows my tuned scooter running hotter and hotter running on a standard type cylinder head inadequate for cooling my engine until it got so hot that when I ran out of fuel the piston immediately got holed. The entire engine was very hot. Now the stator is acting up just as @TheSteelweasel predicted due to heat damage of components. Playlist of that ride: ua-cam.com/play/PLrMfQB68MODISIAPXpnTV1zOe1pw3l_Zo.html&feature=shared
OK, I have a question for Mr. Cameron: how come my (relatively) soft clutch friction plates wear notches into my aluminum clutch basket? (edit: with no damage to the plate fingers) And what are they made of? It's always looked like printed circuit board material to me.
I like tthe coversation as this for me is in my back yard thermo dynamics and engine or hi power engine survival techniques well done guys a great conversation !!! awsome stuff . yes i also built and developed some crazy reliable hi bmep ic motors , thermal management vs tech
If only we could utilize all the heat of combustion and braking. No offensive inefficiencies. I can dream. I once (1980?) built a Montessa 250VR engine for ARMA dirt track that was on the edge of seizure by the last laps of the short track races. Didn't have the means to make a water cooled cylinder and head. I so wanted to throw a bucket of water on the engine as our rider came off turn two. Fortunately he had great empathy for the engine and still managed to win the championship three years running. Like Glen Curtis said of his V8 aircraft engine, it was great until it got hot.
I have only one problem with the excellent programs and that is a new hat is needed to compensate for an increasing brain size. Thank you for the painless learning experience !
I'm just a dumb bicycle mechanic. But I have spent thousands of hours working with refugees from aerospace. And spending time around physicists Working for FLIR in the USA and Lica cameras in Switzerland, as optical engineers. It's nice when pencil necks have a more humble and humerus attitude. And not have the elitist, your just a stupid technician attitude. The last time I had to deal with this elitist attitude? A mechanical engineer that I asked what he did. His answer was, I work with THERMAL FLUIDS! I know what that means. But my intentional response was What's that? Sounds so so glamorous. Turns out, He was a technician repairing hydraulic systems on heavy equipment. I would rather be a dumb bicycle mechanic, any day that has ever been. And I joked about how most people with mechanical engineering degrees actually work a technicians. And physicists work as engineers. Always been a big fan of the P n W 4360. The air cooled monster radials. The F2G corsair! And unlimited air racing. Bicycles motorcycles and ww2 fighters. And my rally car. Those things, turn my crank. And bring things up to optimal temperature.
Mr. Cameron, I am thinking of the comment you made about the radical Marxists. It would seem that you R on the right side of the 2A and that is a good thing in my neck of the woods. Thank you gentlemen 4 a nother magical time watching the Cycle World podcast 🎉😊 till next time, take care.......
Kawasaki had Northrop work on building a ceramic engine (piston, rings and cylinder). Did not work (all theoretical engineers) because, just like metal engines, using the same material against itself in a wearing surface does not work. Porsche uses a ceramic insert in the exhaust ports to limit heat transfer.
I see gentlemen that behind Mark you have a 2024 XR650L. Tell us or just me what you think about it. They're hard to get here on the east coast. And a steep price for a 30+ years for a unchanged design at $8500 out the door. My 93 only cost $4200.
These new high compression oversquare singles only have a quart of oil capacity and no oil coolers,not much oil to dissipate all that heat .And they don't last as long as they could.
Convection as it moves through the air does that job. When stopped and idling, radiation takes care of that job as radiation varies in this example as the to-the-power-of-4 difference between the absolute temperatures of 2 objects
Cosworth, how the flat top pistons change the world, how the dome wouldn't work with four valves, who was duckworth, how did Ducati figure it out first!!!
I can see why ceramic insulating coatings for pistons is a problem, but I don't see a downside for exhaust ports for exhaust ports, other than cost. Is it used in any production engines?
Can you do an episode on Glenn Curtiss' 136 mph V-8 speed claim of 1907? Does Kevin think it really happened? He mentions Glenn Curtiss quite often, but I've never heard him comment on that sacred cow of motorcycle history. 😂
@@jakecoye738 The Glenn Curtiss website states: "In January of 1907, Glenn travelled to Ormond Beach, Florida, with some of his motorcycles to participate in the official time trials being conducted there. His newest cycle, with a V-8 engine, was not allowed to be entered into any of the races because it was not a standard motorcycle, but the officials did agree to let him go on the course to get an official time. "It took Glenn two miles to get up to speed, and one mile to set his time. He went 136.4 miles per hour in 26.25 seconds! It took him one full mile to slow down enough to get off his motorcycle. "With this, Glenn shattered the world speed record, becoming the FASTEST MAN ON EARTH! A title he held until 1911 when it was beat by an automobile, but it wasn’t until 1930 that it was broken by another motorcycle."
Kevin Cameron is a national treasure. Mark Hoyer is a master conductor. Thanks a million to both of you.
I concur wholeheartedly 👍👍
I'm in the middle of a medical battle. You gentlemen help me when I get my Wednesday stream. I'm a tool and die màker retired. Exdrag ràcer. Thanks for giving me something to look forward to weekly. Keep up the good work 💪.
Sorry about what you're going through.
I can relate about getting these every week though, I'm the primary care giver of my 86 year old mother who has been slipping further and further into senile dementia, so yea every week when I get this I take a break from reality and take some time to laugh at Kevin's oft witty remarks.
Hang in there, I hope things work out for you.
Wishing you a recovery, without delay. GBY
Take care of yourself Gene.💞🌞🌈☕️🍪🍻
@@dukecraig2402
Take care of yourself too Craig.💞🌞🌈☕️🍪🍻
@@colinm1325
Thanks
This episode had me grinning more than usual. I just can’t get enough of Kevin’s descriptors. Mark’s gearbox story was great. Keep up the great work.
I’ve found these videos recently and watched all the back catalogue and now wait patiently for a new episode every week. Kevin Cameron’s encyclopaedic knowledge is amazing and I look forward to learning from him every week. Great jobs lads, greetings from🇮🇪
Hey, was going to check your flag, then l spotted ya thumbnail, nth west 200, IOM, 👍☕️🍪🍻
@@colinm1325 It’s an Irish flag, NW200 is held in Northern Ireland so I’m lucky enough to go every year.
@@sleepwalker8600
Nice, love watching the nth West and the Isle races. Haven't seen either live though.
The esteemed Mr. Cameron, delivers yet another near PHD level dissertation.
👍🔨
I remember back in the 70's? Suzuki had those ram air cooled cylinder heads on the old GT255/380 line of bikes.. Only recently found this channel and it's become one of my most watched.
Im a Lambretta enthusiast , air cooled engine . I found it gets heat saturation and lost power , ive increased air flow over head and cylinder but its Never enough . im now designing a radial head with more fin area . great channel Kevin is a top bloke
Ive been trying to explain cooling on my you tube channel to other lambretta owners who think they can tune engines and not change the cooling of it , its been hard work .
Been doing that for year's especially on race motor's but also roads engine's big head based on our own design good luck with the quest 😊
In the 1960s when two-stroke GP bikes took over, the biggest cooling issue was overheating and distortion of the cylinders. The engineers went for water cooled cylinders long before adopting it for heads - see MZ for example. Some backyard engineers would cut the fins off a standard two-stroke cylinder and weld a water jacket to it.
@@pashakdescilly7517 we went with water cooled heads on our racing Lambretta's in 88/89 and the fully watercooled its all according Which class you race as there are restrictions on what tuning and modification are aloud
@@SRP-sidecar95 Interesting. Did you go for water cooled heads first because it is easier to make? Could these be bought, or did you have to do the work yourself?
Of course, any race machine must conform to race regulations that apply.
@@pashakdescilly7517 I ran a water cooled head in my endurance scooter and the entire engine was cooler .
I love watching all these videos and I used to love reading Kevin’s column in cycle world. I’ve been riding for 51 years and I had no idea how any of this worked until it was explained so eloquently and clearly by you.
Really enjoy these. Sooo much better than cute cat videos.
And as a bonus I always learn something new from each.
Great stuff. The information is addictive . I've Read Kevin's TDC for years but hearing him speak is wonderful, such great humor and descriptions can be hard to express in the written word. But hearing the spoken word is a special treat. Please keep the pod going. I look forward to it each week and have gone back to the archives since I've discovered the podcast. And Mark dose good too.
Love, love, LOOOVE you guys and what you bring to our table 👍👍
From Southern California ~ Ride Forever! 🇺🇸 🦅
Thank you for your fine podcast. I've enjoyed both of you guys'work in the past and am grateful to hear it.
When Kevin was sharing about the flame front of a hemi engine being longer compared to the flatness of conventional heads (shortest distance is a straight line and all that) I was reminded of a Don Garlits' story.
On the 426 hemi became available. Done Garlits was tasked with getting it up to speed using nitromethane. Though he and others had gained success with the previous 392ci hemi, he ran into all sorts of problems with the 426. In fact he was so discouraged , he through so much advance timing into it with the hope that it would blow up. No, that's what it needed. So that let's start the party early with the flame with a high degree of advance was just that what that hemispherical shape needed to do to get the most use out of the nitro. I like you two said too about imposing reality. There's an old Latin phrase which basically means "What's first in reality is last in perception." It's s there. We just got to bump into it (or it to us)!
Mark and Mr. Cameron thank you for the education, great topic!!
Excellent. . .
51:51 as a hot shot engineering student Im embarrased I hadnt come up with that to cool drinks at summer parties, especially after learning about convection heat transfer I shouldve realised that a bigger Reynolds number means bigger heat transfer
Mrs Cameron is so nice hearing the way you transmit the info of any topic in the cycle World podcast. Wonder when you are not able to so who will !
TGIW. I see we read the same books (thanks directly to you)! This helps a lot because hearing others say something helps when learning about those concepts and their development in the history of engineering. Keep up the good work.
I love these episodes and all the back catalog. Thank you guys.
Fantastic video, really enjoyed the depth of the topic! Well done 👍
I loved Cam's Iconic engine teardowns he did about 5 or more years ago.. need to bring that series back
Thank you, informative, interesting and entertaining. You guys are my workshop companions . Keep them coming !
I really enjoy watching these guys very entertaining. They really make what would seem like a potentially boring subject into a real feast gof the ears and imagination good work guys
Combustion heat removal is highly dependent on the accumulation of combustion chamber deposits.
Those deposits generally reach an equilibrium thickness over time, and these deposits have a very low thermal conductivity compared to metals. So we are, in fact, using "coated" combustion chambers to help keep heat in the working fluid (mostly air).
Before lead was removed from gasoline, these deposits contained a lot of lead compounds which did have higher thermal conductivity, so the removal of lead, cooled our "heads and jugs".
Ditto for the removal of octane improver MMT (Methylcyclopentadieny Manganese Tricarbony) which left Manganese compounds in combustion chamber deposits.
Another great podcast, well done guys! You mentioned oil windage. My first exposure to it was about 40 plus years ago when I bought a book written by the legendary drag racer of the time Bill Jenkins, affectionatley known as Grumpy. Wish I could remember the name of the book but the detail in which he covered such things that my 20 year old mind did not even realise existed really opened up my thinking. I am sure your work with these podcasts is doing the same for many. Thanks again.
Awesome job!!! Thank you
Good grief, I’ve learned so much from these conversations… Thank you, both!😎🏍️
I love your technical posts, such as this one.
Maybe one day you can speak on the DC-7. Specifically the turbocompound engines and their marvellous performance.
Greg's airplanes and automobiles channel has a video about turbo-compound airplane engines that's worth a watch, as is his whole channel if you have any interest in aviation.
i have a question for Kevin on a two stroke at what temp will the casings start to effect the fuel coming in and causing power loss
There's a couple of technological transitions I remember from the 70's and 80's. The European manufacturers were using forged pistons in their air-cooled engines, so kept a tighter control on tolerances. It seemed the MX bikes didn't have as many problems as they kept moving more than enduro, however they still went through more pistons. I see some enduro bikes still come up with cooling issues with not enough fan or just not enough heat rejection for hot, slow conditions. A 250 2s doubled in power from early 80's to 90's.
Drum brakes were less susceptible to water ingress, but if held under water, they took a long time to become effective again. Disks, overall, were considered the go-to. Apparently water ingress is not fully abated with e-bikes.
Another great episode! Always look forward to Wednesday. Speaking of adiabatic remember Smoky Yunick's hot vapor engine?
Another and informative and thought-provoking episode! My one complaint is that Mark tends to frequently interrupt Mr Cameron mid-sentence, derailing the point he is making.
Excellent, thanks
Thank you!!
Reading a few years ago ( in Race Engine) about the Honda v10 F1 engine , they used 20+ oil jets at the under side of each piston.
Very informative, as usual, thank you!
Luke Skywalker and yoda vibes abundant here,the force is strong it is.
In my Hodaka motocross days I would push the bike to the starting line. I would wait until the starter raised the 30 second board and then count to ten before starting the engine. This was worth a couple of extra horsepower on the run down to the first turn. About 1/2 way through the first lap I would feel the motor lose some snap off the turns.
The XT225 is notorious for snapping spokes on the rear. I wonder if it has anything to do with the drum swell you mentioned.
one year, at Daytona (the year James Adamo died) we and several other teams were running one carbon and one steel brake rotor up front. the reason was that the carbon rotors would get cold on the long fast run around the banking, so the guys would have no brakes, just before dropping into the left hander into the infield. what then happened was that heat shock (from cold to absorbing all braking energy into one steel disc, as the carbon was doing nothing until it got hot, later in the lap) on the steel rotors caused them to explode. I think that's what killed Jimmy, and it is what almost took my rider's foot off (Jacques Guenette). I think Jimmy's brake parts locked his front wheel and catapulted him into and over the armco barrier. Jacques was much more lucky.
I'd be interested in hearing a discussion of what bikes Kevin and Mark have owned over the years, and what they liked and disliked about them. What one(s) do they regret selling/crashing the most, and which bikes are they happy to never see again. Honestly, I can't recall Kevin ever mentioning a bike that he's owned (in either print or podcast). Is it possible that he's owned nothing but Vans? ;-) As always, thanks for the content, boys! It's good stuff.
I'm one of the tuned, 2 stroke, air cooled classic Lambretta riders that @TheSteelweasel mentioned. He has helped me understand heat saturation now I've got to implement some of his ideas. And he sent me here. I'm learning a lot and this is a very valuable episode for me.
This playlist of a planned 200 mile ride out of LA and along the Mojave shows my tuned scooter running hotter and hotter running on a standard type cylinder head inadequate for cooling my engine until it got so hot that when I ran out of fuel the piston immediately got holed. The entire engine was very hot. Now the stator is acting up just as @TheSteelweasel predicted due to heat damage of components. Playlist of that ride: ua-cam.com/play/PLrMfQB68MODISIAPXpnTV1zOe1pw3l_Zo.html&feature=shared
Liquid cooling Started with WW1 Water cooled machine gun barrels! Killmore was big biz.
I would have liked to hear about stoichiometric ratio vs richer mixtures and how heat relates to fuel richness.
OK, I have a question for Mr. Cameron: how come my (relatively) soft clutch friction plates wear notches into my aluminum clutch basket? (edit: with no damage to the plate fingers) And what are they made of? It's always looked like printed circuit board material to me.
awsome content
That's some good stuff.
I like tthe coversation as this for me is in my back yard thermo dynamics and engine or hi power engine survival techniques
well done guys a great conversation !!! awsome stuff . yes i also built and developed some crazy reliable hi bmep ic motors , thermal management vs tech
Can you talk about the benefits of carbon brake discs?
If only we could utilize all the heat of combustion and braking. No offensive inefficiencies. I can dream. I once (1980?) built a Montessa 250VR engine for ARMA dirt track that was on the edge of seizure by the last laps of the short track races. Didn't have the means to make a water cooled cylinder and head. I so wanted to throw a bucket of water on the engine as our rider came off turn two. Fortunately he had great empathy for the engine and still managed to win the championship three years running. Like Glen Curtis said of his V8 aircraft engine, it was great until it got hot.
Heat created us, and heat will destroy us!
I have only one problem with the excellent programs and that is a new hat is needed to compensate for an increasing brain size. Thank you for the painless learning experience !
🙏
Advance Rumley Oil Pull Kerosene burning tractors had oil cooling ..I believe ..
Love to hear the story on valve guides hahahaha
Cool
All I see is the XR650L in the back.❤
When I get cold, my molecules stop moving... or at least that's my excuse for not getting out of bed in winter ;-)
The FZ head was 5 valves unless he was talking about the 600, but that wasn't water cooled.... 🤔
Where's the ZX400RR?
I'm just a dumb bicycle mechanic.
But I have spent thousands of hours working with refugees from aerospace.
And spending time around physicists
Working for FLIR in the USA and Lica cameras in Switzerland, as optical engineers.
It's nice when pencil necks have a more humble and humerus attitude.
And not have the elitist, your just a stupid technician attitude.
The last time I had to deal with this elitist attitude?
A mechanical engineer that I asked what he did. His answer was,
I work with THERMAL FLUIDS!
I know what that means.
But my intentional response was
What's that? Sounds so so glamorous. Turns out,
He was a technician repairing hydraulic systems on heavy equipment.
I would rather be a dumb bicycle mechanic, any day that has ever been.
And I joked about how most people with mechanical engineering degrees actually work a technicians.
And physicists work as engineers.
Always been a big fan of the
P n W 4360. The air cooled monster radials. The F2G corsair! And unlimited air racing.
Bicycles motorcycles and ww2 fighters.
And my rally car.
Those things, turn my crank.
And bring things up to optimal temperature.
Mr. Cameron, I am thinking of the comment you made about the radical Marxists. It would seem that you R on the right side of the 2A and that is a good thing in my neck of the woods. Thank you gentlemen 4 a nother magical time watching the Cycle World podcast 🎉😊 till next time, take care.......
I'm with Donald Hoffman on "reality"
Kawasaki had Northrop work on building a ceramic engine (piston, rings and cylinder). Did not work (all theoretical engineers) because, just like metal engines, using the same material against itself in a wearing surface does not work. Porsche uses a ceramic insert in the exhaust ports to limit heat transfer.
I see gentlemen that behind Mark you have a 2024 XR650L. Tell us or just me what you think about it. They're hard to get here on the east coast. And a steep price for a 30+ years for a unchanged design at $8500 out the door. My 93 only cost $4200.
These new high compression oversquare singles only have a quart of oil capacity and no oil coolers,not much oil to dissipate all that heat .And they don't last as long as they could.
Long live ICE 🇺🇸
Why didn't air-cooled motorcycle engines incorporate a fan like a chainsaw does for cooling?
Convection as it moves through the air does that job. When stopped and idling, radiation takes care of that job as radiation varies in this example as the to-the-power-of-4 difference between the absolute temperatures of 2 objects
Many scooters like Vespa and Lambretta. And Puch all did just that.
Ducati solved the heat issue by using the human as the primary heat sink.)))
Cosworth, how the flat top pistons change the world, how the dome wouldn't work with four valves, who was duckworth, how did Ducati figure it out first!!!
I can see why ceramic insulating coatings for pistons is a problem, but I don't see a downside for exhaust ports for exhaust ports, other than cost.
Is it used in any production engines?
Can you do an episode on Glenn Curtiss' 136 mph V-8 speed claim of 1907? Does Kevin think it really happened? He mentions Glenn Curtiss quite often, but I've never heard him comment on that sacred cow of motorcycle history. 😂
The Glenn Curtis museum is in Hammond's Port NY . Been there many times.
@@jakecoye738
The Glenn Curtiss website states:
"In January of 1907, Glenn travelled to Ormond Beach, Florida, with some of his motorcycles to participate in the official time trials being conducted there. His newest cycle, with a V-8 engine, was not allowed to be entered into any of the races because it was not a standard motorcycle, but the officials did agree to let him go on the course to get an official time.
"It took Glenn two miles to get up to speed, and one mile to set his time. He went 136.4 miles per hour in 26.25 seconds! It took him one full mile to slow down enough to get off his motorcycle.
"With this, Glenn shattered the world speed record, becoming the FASTEST MAN ON EARTH! A title he held until 1911 when it was beat by an automobile, but it wasn’t until 1930 that it was broken by another motorcycle."
TGIW!!!