If you're riding a Harley-Davidson motorcycle you must know it's driven from the twin cylinder, reciprocating piston, internal fusion motor unit. Reciprocating pistons means the pistons go up and down, or back and forth, or laterally depending on motor unit configuration.
Numerous aspects determine the operation of the motor unit however, one of the most basic is the compression rate of the cylinder/piston/head fitting. The greater the compression ratio is, the greater bang or force for each cylinder, up to a point.
A reciprocating piston motor generates hp by combusting a mix of air and gasoline to drive the piston inside the cylinder. This straight line thrust is known as the power stroke. The straight-line movement of the connecting rod-piston set up is utilized in the flywheel, which usually converts the linear motion to circular action. This rounded movement is then sent to the transmission, and also on to the backside wheel, creating forward motion. Sounds very simple, but actually is a lot more complicated.
The pistons in the Harley-Davidson V-twin are designed to deliver a unique compression ratio in a specified use for optimum operating efficiency. Past experiences and history have conditioned Harley-Davidson designers the best compression ratios for motorbikes cruised on the street.
To simplify factors let's make use of a single cylinder motor as one example. The average four-stroke single cylinder motor (one half of a twin cylinder motor) operates in a number of distinct phases. That's why it is named a 4-cycle motor (or engine). Through the intake stroke (1), air or gasoline is taken in by vacuum pressure throughout the exposed intake valve as the piston moves down. As the piston starts back up (2) the intake valve shuts and then the air and gasoline mix is compressed. Since the piston reaches up to the top of the stroke the air/fuel mix is heated by the spark plug then the piston is pushed downward violently by the expanding air and gasoline combination (3), producing the previously mentioned straight line action that is transformed via the flywheel into circular energy. As the piston comes back upwards (4), it drives the burned mixture released (exhaust gases). which is called the exhaust stroke.
lf the compression rate is decreased, the motor makes minimal hp. lf the compression ratio is comparatively high the motor can produce a whole lot more power for each cubic inch of displacement than an identical motor using a reduced compression setting ratio. A lot of things influence the cabability to operate a motor with higher compression, not to mention the availability of high octane fuel. With no supply of high octane gasoline, a high compression motor unit may be afflicted by pre ignition (pinging), due to the fuel air mixture firing ahead of time. Pre ignition is often very harmful for a motor.
Compression rate is defined plainly as being the volume above the piston at bottom-dead-center (BDC), divided by the volume above the piston at top-dead-center (TDC). The greater pressurised the fuel and air mixture is when burned the bigger the punch. A stronger force translates to much more power, as well as additional force on all of the physical pieces involved. High compression motors require the usage of high-octane fuel to avoid pre-ignition and/or detonation, which may cause expensive harm on piston rings, pistons and valves or possibly even worse, losing the race.
For average driving a lot of trained technicians suggest a compression ratio somewhere in 8.5:1 and 9.5:1. Any higher and a higher octane fuel qualification is necessary. With compression ratios lower than 7:1 a bike's motor simply cannot perform effectively. Hopefully you now realize what compression rate means. Then again, this is simply static compression rate. Cam lift and valve overlap and various factors decide the exact or functional compression ratio. Also, remember that increased compression ratios while boosting power may also increase deterioration of the motor. High compression motors usually are not good commuter motors, just like lower compression motors are not excellent racing bikes.
Numerous aspects determine the operation of the motor unit however, one of the most basic is the compression rate of the cylinder/piston/head fitting. The greater the compression ratio is, the greater bang or force for each cylinder, up to a point.
A reciprocating piston motor generates hp by combusting a mix of air and gasoline to drive the piston inside the cylinder. This straight line thrust is known as the power stroke. The straight-line movement of the connecting rod-piston set up is utilized in the flywheel, which usually converts the linear motion to circular action. This rounded movement is then sent to the transmission, and also on to the backside wheel, creating forward motion. Sounds very simple, but actually is a lot more complicated.
The pistons in the Harley-Davidson V-twin are designed to deliver a unique compression ratio in a specified use for optimum operating efficiency. Past experiences and history have conditioned Harley-Davidson designers the best compression ratios for motorbikes cruised on the street.
To simplify factors let's make use of a single cylinder motor as one example. The average four-stroke single cylinder motor (one half of a twin cylinder motor) operates in a number of distinct phases. That's why it is named a 4-cycle motor (or engine). Through the intake stroke (1), air or gasoline is taken in by vacuum pressure throughout the exposed intake valve as the piston moves down. As the piston starts back up (2) the intake valve shuts and then the air and gasoline mix is compressed. Since the piston reaches up to the top of the stroke the air/fuel mix is heated by the spark plug then the piston is pushed downward violently by the expanding air and gasoline combination (3), producing the previously mentioned straight line action that is transformed via the flywheel into circular energy. As the piston comes back upwards (4), it drives the burned mixture released (exhaust gases). which is called the exhaust stroke.
lf the compression rate is decreased, the motor makes minimal hp. lf the compression ratio is comparatively high the motor can produce a whole lot more power for each cubic inch of displacement than an identical motor using a reduced compression setting ratio. A lot of things influence the cabability to operate a motor with higher compression, not to mention the availability of high octane fuel. With no supply of high octane gasoline, a high compression motor unit may be afflicted by pre ignition (pinging), due to the fuel air mixture firing ahead of time. Pre ignition is often very harmful for a motor.
Compression rate is defined plainly as being the volume above the piston at bottom-dead-center (BDC), divided by the volume above the piston at top-dead-center (TDC). The greater pressurised the fuel and air mixture is when burned the bigger the punch. A stronger force translates to much more power, as well as additional force on all of the physical pieces involved. High compression motors require the usage of high-octane fuel to avoid pre-ignition and/or detonation, which may cause expensive harm on piston rings, pistons and valves or possibly even worse, losing the race.
For average driving a lot of trained technicians suggest a compression ratio somewhere in 8.5:1 and 9.5:1. Any higher and a higher octane fuel qualification is necessary. With compression ratios lower than 7:1 a bike's motor simply cannot perform effectively. Hopefully you now realize what compression rate means. Then again, this is simply static compression rate. Cam lift and valve overlap and various factors decide the exact or functional compression ratio. Also, remember that increased compression ratios while boosting power may also increase deterioration of the motor. High compression motors usually are not good commuter motors, just like lower compression motors are not excellent racing bikes.
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