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On Jun 9, 8:35*pm, "Tom Wait"
wrote: I'm going to go out on a limb here Bob and say that the RATE of valve opening and closing is a function of RPM and cam lobe contour only. Mass of the valve train would primarily affect the max RPM attainable without destructive valve float. ------------------------------------------------------------------------------------------------------- Dear Tom, Not a problem. There's plenty of room on the limb for the two of us. (See my error as caught by Charlie.) With regard to the rate at which the valve opens, what I'm trying to say is that a valve train having greater mass will open more slowly than a valve train having less mass. The assumption here is that all else -- including the factor you've mentioned -- are equal. The object here was ways to increase Volumetric Efficiency, for which the rate at which the cylinder fills is a critical factor. According to Taylor (or possibly Litton) the shape of the combustion chamber, especially with regard to the shrouding of the intake valve, AND the mass of the valve train components, are the only ways of improving VE without going to super-charging. I can see where you're coming from with regard to RPM but as you must know, VE falls as rpm increases. The idea behind lighter valve train components is to allow more time for charging the cylinder at a given RPM. For the purpose of this exercise, RPM is fixed. So put away the saw -- there's plenty of room for the two of us on this branch :-) In a more serious vein, I apologize for stating my explanation so poorly. -R.S.Hoover |
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