Kenny's 78-BF crank + JIm's light pistons

Kenny,
You wrote your race BF is 78,
does this apply to Jim's light piston set installed?
In other words whats your BF with Jim's pistons/rods?

Ken Canaga just left news Peel's new bent crank DS .013 and TS .008"
was corrected to .002" run out, so quite usable even to race
I'm told. The journals can be indexed equal by milling
.020" off and using thicker rod shells. All expected for under
$200. not counting shipping.

My isolastic study implied 25% more BF over 52%, would
give rounder orbital, but that was for factory rods
and lightened Cosworth pistons. Jim's 920 set have less
mass yet so I guesstimate BF will be up in mid 80's.

Wonder if a 2nd cyro tempering after the welding and
nitride and tweaking will stablize and de-stress or
wrap it wrong again?

http://s184.photobucket.com/albums/x93/ ... g&newest=1


hobot or Steve as ya please.

Steve,

Glad you salvaged your crank. Ken certainly does good work.

My 78% BF is for a rigid mount in a Seeley frame. Quite a bit different from an isolastic mount Commando frame. I would defer to Jim Schmidt on this one if I were you.

Wonder if a 2nd cyro tempering after the welding and
nitride and tweaking will stablize and de-stress or
wrap it wrong again?


Don't try it, you have it fixed so go with it as it is, heat will risk sending it banana shaped again, the stresses that caused it in the first place will still be there, they just need the right heat to exert their pressure.

hobot

Looks like your pulling all the stops on this one. Just a thought to add to the puzzle; have you considered roller bearings on the cam and roller lifters to pick up a couple extra HP and help that engine run a little cooler? Also a gear driven cam. All of this would need to be fabricated with the possible exception of the gear drive for the cam which I believe Jim Comstock already has in the cooker. At one point I picked up a Harley CV carb to see what it might take to adapt it to the Norton but got distracted by other issues. Still have the carb and may still try to figure out what it would take to cast a special manifold to hook the carb up.
Anyway, keep the faith,

Scooter

Ugh, at least I'm consistent with one handle but blurry on whose
who here. I never forget a bike feature though.
Yes all stops I want pulled are being pulled, to unknowns.

1. I'll have to use Jim's book or beg him to plug in his formula the new mass
on final BF. Prior was 77. Jim's articles estimates his pistons-rods
ups the BF ~10%.

2. I have tested and confirmed ancient wisdom, Norton 360 crank design
is Allergic to rpms. So Peel is going for the torque side of imaginary
horse power equation. If tire or clutch spin don't protect
the AMC box, then must save for the TT unbreakable 4 spd.

3. Cryogenic tempering uses slow change cooling -300'F Nitrogen gas.
Converts more fully the metal grains phase change started by initial
cooling from the melt, compresses crystal matrix more compactly
and resets prior deformation stress closer to current shape,
it resists bending & breaking better,
does not change dimensions more than a few microns.
Last step is heat to 350'F. so Not much thermal stress.
I'll ask my freeze experts opinion.

3. Factory cam drive is fine for a bit over 7000.
Gear drive, a good whine to me in a Chevy V8 but
my druthers would be tooth or peg or knob belt.

4. My biggest mystery is fuel induction, 1st try is
draw though 38 mm push-pull cable QuickSilver flat slide.
Hope is off boost 'smallish' carb will help low rpm
long duration over lapped cam response - across
floating mud flats. Plan B is the Harley 'Shorty' carb.
Hope the Drouin sucking on it will force over 200 cfm.

http://www.650motorcycles.com/QwikSilver.html

http://www.650motorcycles.com/QwikSilver.html

http://www.atvconnection.com/atvconnect ... silver.cfm

http://edelbrock.com/motorcycle/index.html


hobot
PS a couple times a year someone tells me of their Drouin ride
or the testimony of those who have, I can't type the
comments, either too obscene or too wild animal sounds.