Well I guess I'm wrong.. All the degree's and 100's of engines and all the time teaching engine machine shop and automotive classes.... Just be glad I'm now only working around aircraft engines so I can't screw up anything important............. <grin> Really, guess what we are saying here is somewhat the same thing..ANY reduction in bearing loading means good things.. I just have a little trouble relating the failure of the 2.1 connecting rods to the fact that that crank is not "fully' counterweighted...The 1.9's aren't either, correct? so if the longer stroke (with it's non-linear increase in acceration and big end rod loading) is NOT the reason, then WHY does the 1.9 not blow up like the 2.1? As far as it being a racing engine?..well...the porting is better, but it's a pushrod engine..yah ain't gunna win many races THAT way... The 901 ("911") Porsche engine? now THAT'S a de-tuned 9or not!) "racing engine" The bus engine is nothing special..thre are a lot of "economy" features to the design. they were, as always< cutting costs and cutting corners.. My guess is that the 2.1 was a response to the NA market need for power and they did the best they could with what they were given...they upped the displacement 10% TOTALLY by stoking...that's a bunch!.. OK go with this...the piston is on top dead center..how far would the center of the crank have to move (bend) to take up ALL the oil clearance? ..AND..how come the rod bearings that I've seen don't show this "radius ride" that you discribe? And Wilson NC? what a dump <grin> steve "Hey! nice Jeep, Mister! " "Look kid, it's NOTAJEEP! " |
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