Tom,
Bruce Johnston had a dial indicator that on engines with the spark
plug hole centered in the cylinder bore, would measure the bore.
It would go through a 12mm and maybe a 10mm spark plug hole.
No need to use the ATF. When Bruce was killed a few years ago, I
don't know if it went to the SCTA or not. Dan Warner may know if it
is still available.
If it has to be CC'd with oil I would have them use 2 stroke or a synthetic
engine oil. The engine will purge that better than the ATF, especially on
turbo motor, less mess.
Jim
----- Original Message -----
From: "Tom Neimeyer" <3cbxs@ev1.net>
To: <land-speed@autox.team.net>
Sent: Saturday, December 16, 2000 2:06 PM
Subject: Verifying Displacement
> I have heard of the P&G pump and wonder why it was not used on our
> motorcycle last year? Instead we got to fill it with automatic
transmission
> fluid. On the next run we blew the head gasket in that cylinder. We
tried
> to "wash", "blow" and clean out all the ATF. I have heard this is common
> (blowing head gasket on cylinder checked with ATF) any thoughts about
this?
>
> Regards, Tom
>
> ----- Original Message -----
> From: "Jim Dincau" <jdincau@qnet.com>
> To: "Chuck Rothfuss" <crothfuss@coastalnet.com>;
<land-speed@autox.team.net>
> Sent: Saturday, December 16, 2000 2:38 PM
> Subject: Re: Rotarys
>
>
> > Chuck
> > The P&G "pump" is a transparent cylinder with a free piston in it.
It
> > is plumbed to a spark plug hole, the intake and exhaust valves are
> disabled
> > and the engine turned over with the starter. Air going in and out of the
> > cylinder bumps an O ring to indicate maximum travel. Volume is directly
> read
> > by calibrations on the side of the cylinder. Several possibilities for
> error
> > exist, air temperature, piston and O-ring to wall friction in the
> measuring
> > cyl and rotational speed. Dan measures the cylinder temp and apples a
> > correction factor but the other two are hard to keep constant. That is
why
> > for engines within 3% of the max or min they require direct measurement.
> > Hope that was helpful.
> > Jim in Palmdale who at any minute has to give up the computer to his
> > granddaughter
> >
> > ----- Original Message -----
> > From: Chuck Rothfuss <crothfuss@coastalnet.com>
> > To: <land-speed@autox.team.net>
> > Sent: Saturday, December 16, 2000 10:13 AM
> > Subject: Re: Rotarys
> >
> >
> > > Dave, List,
> > >
> > > I've offered to provide pieces to be measured by ECTA officials,
and
> > have
> > > explained repeatedly the futility, as Dave mentioned, of trying to
alter
> > the
> > > factory dimensions. (making an expensive tear-down to measure one of
my
> > > engines unnecessary) All seems to rest with the SCTA rules commitee,
as
> > the
> > > ECTA rules mirror what is established by the senior organization.
> > >
> > > I'm not familiar enough with the P&G ("pumping") equipment, that is
> now
> > > apparently available on both coasts, to understand how testing is
> > conducted.
> > > Can someone shed some light on this, and the potential use of such
> > equipment
> > > on a rotary? Since we are comparing the breathing capability of
engines
> > > this certainly seems like a fair way to compare them.
> > >
> > > As a non-engineer I figure out most things by simply fumbling
around
> > and
> > > experimenting with things til I get it right. (I call it "FUN") If I
> have
> > > to run down someone with "pumping" equipment and "pump" one of my nice
> > tight
> > > 13B's I'd be happy to do that.
> > >
> > > Chuck Rothfuss
> > > ECTA
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