![\"\"](\"http:\/\/commons.princeton.edu\/64-tiger-cub\/wp-content\/uploads\/sites\/80\/2018\/08\/title.jpg\")
<\/p>\n<\/p>\n
The Top End contains two main\u00a0parts, the engine head and the barrel. These two components sit on top of the rest of the engine, hence the name “top end.” The following photograph shows the position of the Top End in relation to the rest of the engine as well as the division within the Top End between the head and the barrel.<\/p>\n The Top End group got right to work, even before the groups were officially decided. On the very first day of class we took off the carburetor and the valve covers, then pulled the engine out. After that we removed the head and the barrel from the rest of the engine assembly.<\/p>\n<\/div>\n<\/div>\n<\/div>\n We took apart the valve assembly in the head, carefully bagging and lbeling the parts. Many of the parts were dirty and rusty, so we cleaned the accumulated grease and debris off of them in the parts cleaner. We removed the park plug, the rocker arms, valves and vlave springs.<\/p>\n After disassembling the head, we sealed off the ports with masking tape, and then cleaned the head in the glass beader. We also lapped a mismatched joint in the exhaust port with Professor Littman and ground and cut the valve orifices for a perfect fit.<\/p>\n<\/div>\n Air and fuel flow in and out of the engine through the head. These fluids travel through passages called ports, and the flow through the ports is controlled by valves.<\/p>\n A mixture of fuel and air, combined in the carburetor, enters the combustion chamber through the intake port. The intake valve opens as the piston retracts on its “intake” stroke, and the lower pressure in the engine (because the volume is expanding) pulls the fuel-air mixture into the combustion chamber.<\/p>\n On the power stroke (after the fuel-air mixture has been compressed) the spark plug fires and the fuel explodes, consuming the oxygen in the air. The explosion increases the pressure above the piston in the combustion chamber, pushing it down the cylinder in the barrel.<\/p>\n This explosion creates a large amount of heat, which must be dispersed (or else the engine will expand too much and seize, or parts will gall and weld together). Our Tiger Cub is air-cooled, so the head and barrel are covered in fins to increase surface area and thus increase the rate of cooling. Most modern motorcycles have fluid-cooled engines, however. This requires a separate system to pump and store the fluid, so the Tiger Cub benefits from a simpler design in this respect.<\/p>\n After the explosion, the gaseous byproducts of combustion leave the combustion chamber through the exhaust port. When the power stroke is complete, the exhaust port opens. As the piston returns to the combustion chamber, it pushes the exhaust out of the cylinder.<\/p>\n Just to reiterate there are four strokes:<\/p>\n The barrel houses the piston in a lubricated shaft called the cylinder. Explosions in the combustion chamber in the head propel the piston down the cylinder. The engine\u2019s momentum brings the piston back up the cylinder in time for the next explosion (according to the Otto Cycle).<\/p>\n Our Tiger Cub’s barrel is made from cast iron, because the cyllinder needs to be lubricated with oil and cast iron’s porous composition allows it to retain more oil. Inside the cylinder, there are a slight vertical grooves that enable the oil to flow up and down with the piston.<\/p>\n (On a side note, we learned that although cast iron is quite porous, it is also very brittle and if you bend it in a certain way it can break easily. This happened with one of our piston rings which was also made from cast iron)<\/p>\n Like the head, the barrel has numerous fins to dissipate the heat generated during combustion.<\/p>\n Over the course of millions of revolutions of the engine, the piston weas the front and back sides of the cylinder, making the cylinder oval insstead of circular. This becomes a serious problem preventing the engine from running smoothly, because the piston loses its seal against the sides of the cylinder, allowing the pressure from the explosion to leak past the piston instead of moving it.<\/p>\n Removing the head:<\/strong><\/p>\n The most important task of the Top End restoration was to re-bore the cylinder. Glenn had built an aluminum jig that allowed us to put the barrel on the lathe, so we were able to bore and hone the cylinder on the lathe. First, after much measurement, we determined that the cylinder was actually quite close to cylindrical (in the best condition of all the previous Tiger Cubs), but would need to be bored from 30 thousandths-of-an-inch over its original specification to 40 thousandths over specs. Clearly, the cylinder had been restored before, and we were fortunate that the last job wasn’t entirely worn out. Despite its almost adequate condition, we re-bred the cylinder.<\/p>\n The barrel was dirty and corroded, so we cleaned it thoroughly in the parts cleaner. Then, we taped it up and glass-beaded it to get more grime off. Finally, we painted it silver with a high temperature paint to help protect it against future corrosion and to match the shiny engine head.<\/p>\n http:\/\/youtu.be\/HO19BtKhTks<\/a><\/span><\/p>\n<\/div>\n The valves must be sealed closed when the combustion phase occurs, or else the explosion will travel out the ports.<\/p>\n The Blue and Red lines represent the Standard Cam<\/p>\n This is our final product: the engine head and barrel, cleaned, repainted, and in good working order. Not pictured are the impressive Princeton ’15 aluminum valve covers that PJ designed on ProEngineer and we produced on the CNC milling machine.<\/p>\n<\/div>\n What is the Top End? The Top End is where the chemical energy of\u00a0the fuel (gasoline) is converted into the kinetic\u00a0energy that drives the motorcycle. The Top End contains two main\u00a0parts, the engine head and the barrel. These two components sit on top of the rest of the engine, hence the name “top end.” The … Continue reading “TopEnd”<\/span><\/a><\/p>\n","protected":false},"author":5,"featured_media":0,"parent":0,"menu_order":0,"comment_status":"closed","ping_status":"closed","template":"","meta":{"footnotes":""},"class_list":["post-18","page","type-page","status-publish","hentry"],"_links":{"self":[{"href":"https:\/\/commons.princeton.edu\/64-tiger-cub\/wp-json\/wp\/v2\/pages\/18","targetHints":{"allow":["GET"]}}],"collection":[{"href":"https:\/\/commons.princeton.edu\/64-tiger-cub\/wp-json\/wp\/v2\/pages"}],"about":[{"href":"https:\/\/commons.princeton.edu\/64-tiger-cub\/wp-json\/wp\/v2\/types\/page"}],"author":[{"embeddable":true,"href":"https:\/\/commons.princeton.edu\/64-tiger-cub\/wp-json\/wp\/v2\/users\/5"}],"replies":[{"embeddable":true,"href":"https:\/\/commons.princeton.edu\/64-tiger-cub\/wp-json\/wp\/v2\/comments?post=18"}],"version-history":[{"count":3,"href":"https:\/\/commons.princeton.edu\/64-tiger-cub\/wp-json\/wp\/v2\/pages\/18\/revisions"}],"predecessor-version":[{"id":374,"href":"https:\/\/commons.princeton.edu\/64-tiger-cub\/wp-json\/wp\/v2\/pages\/18\/revisions\/374"}],"wp:attachment":[{"href":"https:\/\/commons.princeton.edu\/64-tiger-cub\/wp-json\/wp\/v2\/media?parent=18"}],"curies":[{"name":"wp","href":"https:\/\/api.w.org\/{rel}","templated":true}]}}![\"\"](\"http:\/\/commons.princeton.edu\/64-tiger-cub\/wp-content\/uploads\/sites\/80\/2018\/08\/overview.jpg\")
<\/div>\n<\/div>\nFour Stroke Engine: The Otto Cycle<\/h3>\n
\n\n\nHere we talk about the OTTO CYCLE.<\/div>\n<\/div>\n<\/div>\n<\/div>\n\n<\/div>\nEngine Diagram<\/strong><\/div>\n<\/div>\n\n\n\nclick for link<\/div>\n<\/div>\nHow we went about restoring the Top End<\/h3>\n
\n\nThe Engine Head<\/h3>\n<\/div>\n
\n\n\nThe head sits\u00a0on top of\u00a0the\u00a0cylinder,\u00a0forming\u00a0the combustion chamber.<\/div>\n<\/div>\n<\/div>\n<\/div>\n\n\n\n
<\/div>\n<\/div>\n<\/div>\n<\/a><\/p>\nRemoving the Head<\/h3>\n
\n\n<\/div>\n<\/div>\n<\/div>\n<\/div>\n<\/div>\n\n\n\n<\/div>\n<\/div>\n<\/div>\n\n\n\t\t\t\t
<\/a>\n\t\t\t<\/div><\/figure>\n\t\t\t\t<\/a>\n\t\t\t<\/div><\/figure>\n\t\t\t\t<\/a>\n\t\t\t<\/div><\/figure>\n\t\t\t\t<\/a>\n\t\t\t<\/div><\/figure>\n\t\t<\/div>\n\n<\/div>\nBarrel Restoration information<\/h3>\n<\/div>\n
\n\n\nAs the barrel is a single piece of cast iron, there was very little disassembly involved. Four Large bolts held the barrel to the engine case, and there was nothing more to do than pull the barrel off of those bolts.<\/div>\n<\/div>\n<\/div>\n\n\n\t\t\t\t<\/a>\n\t\t\t<\/div><\/figure>\n\t\t\t\t<\/a>\n\t\t\t<\/div><\/figure>\n\t\t\t\t<\/a>\n\t\t\t<\/div><\/figure>\n\t\t<\/div>\n\n<\/div>\nBoring the Cylinder<\/h3>\n<\/div>\n
\n\n<\/div>\n<\/div>\nBored and Painted Barrel<\/h3>\n
<\/p>\n\n\n\nValve Assembly<\/strong><\/h3>\n<\/div>\n<\/div>\n<\/div>\n
\n\n\nThe valves inside the head control in influx and outflow of fuel and exhaust.<\/div>\n<\/div>\n<\/div>\n<\/div>\n\n\n\n
\n
Valve Components<\/h3>\n
<\/p>\n<\/div>\n\n\n\nDiagram of Camshaft, Pushrods, Rocker Arms, and Valves<\/h3>\n<\/div>\n<\/div>\n<\/div>\n
\n\n\n\n\n\t\t\t\t<\/a>\n\t\t\t<\/div><\/figure>\n\t\t\t\t<\/a>\n\t\t\t<\/div><\/figure>\n\t\t<\/div>\n\n<\/div>\n<\/div>\n<\/div>\n\nThe Purple and Green Lines represent the Racing Cam<\/div>\n<\/div>\nAs you can see the racing cam has much steeper curve which means that it will create a faster reaction as the cam slips closing the valves faster.<\/div>\nThere is much smaller overlap beterween the exhaust and intake of the standard cam in comparison to of the racing cam because the racing cam uses this additonal suction to get more of the mixture in to go make the process continue at a faster rate.<\/div>\n<\/div>\n<\/div>\nValve Spring Calculations<\/h3>\n<\/div>\n
\n\n\nAlthough this looks overwhelming it is actually pretty simple. Once we figured out the numbers by using tools such as a micrometer of feeler gauge to measure the small distances we were able to plug the numbers into specific equations. With the proper formula, you will be able to figure out the valve springs speed when it closes and the spring’s strength when it compresses.<\/div>\n<\/div>\n<\/div>\n\n<\/div>\nEngine top speed = 6,000 RPM<\/div>\nCam Speed is half = 3,000 RPM<\/div>\n3,000 RPM = 50 \u00a0RPS = 20 ms\/ rot ; valves must close faster than cam<\/div>\nF = ma; for spring, F = -kx<\/div>\nForce acts on mass m = mass of valve + mass of rocker arm<\/div>\nRocker arm mass = 1 oz. ; intake valve = 1 oz. ; exhaust valve = 0.75 oz.<\/div>\n<\/div>\nCalculation of Spring Constant:<\/div>\nIntake: F\/x = -k : 40 lbs \/ 0.021 in. = 1904 lbs \/ in.<\/div>\n93.5 lbs \/ 0.039 in = 2397<\/div>\nAvg k = \u00a02150 lbs\/ in<\/div>\n<\/div>\n<\/div>\nExhaust: 45 lbs \/ 0.021 in = 2142 lbs\/ in.<\/div>\n95 lbs \/ 0.039 in = 2435<\/div>\nAvg k = 2289 lbs \/ in<\/div>\n<\/div>\nCalculation of time for valve to close:<\/div>\nTake -kx as F0 to know a = F\/m, so a = F0\/ m<\/div>\nV = a(t \u2013 t0) = (F0\/m) t<\/div>\nThus : t = (v*m\/F0)<\/div>\nTo find v, assume all potential energy of spring is converted to kinetic energy.<\/div>\nSolve for v: 0.5* kx^2 = 0.5*mv^2 to v = (kx^2\/m) ^ \u00bd<\/div>\n<\/div>\n<\/div>\n<\/div>\nRestored Head and Barrel<\/h3>\n
\n\nThank-you Professor Littman, Glenn, and John for all your expertise!\u00a0<\/strong><\/div>\n<\/div>\n<\/div>\n\n<\/div>\n<\/div>\n\n\n\nWe are but newborn babes in the world of mechanics…<\/strong><\/div>\n<\/div>\n<\/div>\n<\/div>\n","protected":false},"excerpt":{"rendered":"