Norm43 said: (quoted from post at 09:58:13 03/04/09) if I can remember where I noted the 14.7 number I can figure all the others I have as well.
Yes & no. Oh boy am I going to create confusion, but here it goes:
The formula I gave earlier doesn't take into account either pressure increases due to temperature introduced by the compression, pressure losses due to the inability to utilize the full stroke (valve timing, lower vacuum at the top of intake stroke, etc), nor probably a half dozen different things I can't think of! :lol:
However, cranking it slowly enough on these low-compression [which reduces the temp rise effects too; think diesel: high compression ratio producing high temp rise] engines: some of the temp rise is lost to the cylinder walls (OTOH, I think you were planning to belt it) and I have to think the intake losses are increased: all in all making the pressure equation somewhat mute likely giving half the potential pressure, yet potentially not bad of an estimate if the "mechanical" effects may be assumed to roughly equally counter the temp rise effects.
And I'm still probably missing half the idiosyncracies that would give an equation relating compression ratio the pressure tested immediately after break-in. :lol:
All in all, Len's point is probably the easiest for your purposes here: if there is a descrepancy in one then something isn't doing it's job somewhere (rings, valves, head gasket) or everywhere but one or two.
Another thing I have done [though I'm rustier than some of the parts you're looking at!], easy, but mixed results if "loose" all over, or evenly but not perfectly "tight" - cross-talk in bad headgasket will really mess with your mind too. In-gear and blocked, give it about 50psi from your compressor in each hole about mid-compression stroke and follow the hiss or gurgle etc. An inline valve, timer (head count, stop watch, whatever), and shot of oil on the cyliner then second test : poor man's leak down test!
This post was edited by spiffy1 at 10:08:55 03/04/09.
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