Flatheads, Lheads, sidevalves--most common like the old Fords, B&S have offset combustion chambers, slanted Quence areas at top of 2/3 of piston, not compact combustion chamber with even burn from spark plug point. this means a sudden jump in pressure at far end of combustion path sometimes and that means a bit of compression ignition/knock/detonation with higher compression. Harley WR 45 inch side valve with 35 to 40 hp as racers with 7.5 to 8.5 compression ratios while WLA had about 5.5 to one and 25 hp. Detonation was sort of acceptable for a racer running higher RPMs- 6000 rpm sometimes more but the airflow rate was bad then, the S curve of intake path with similar exhaust. WLA was about 4000 rpm, happiest at 1500 to 3000 rpm. Advantage of side valve wasn't performance , was size and economy in building engine with the one comparitive advantage over the OHV designs of lighter valve train mass. Some experiments 1980s with slightly higher compression and dual spark plugs- attempt to use existing tooling with minimal cost imporovements to meet California propose emmissions. Kohler LP gas had with second plug toward center, 1st plug at side of head next to gap between valves, 7.5:1 compression on K241 and K301 engines- 10% increase in power, even heat from the double spark source using ignition system first used on flathead Continental engine used in Piper Cubs. Ragged ignition path means odd heat points and sometimes hot spots at edge of valves. RN
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Today's Featured Article - Usin Your Implements: Bucket Loader - by Curtis Von Fange. Introduction: Dad was raised during the depression years of the thirties. As a kid he worked part time on a farm in Kansas doing many of the manual chores. Some of the more successful farmers of that day had a new time saving device called a tractor. It increased the farm productivity and, in general, made life easier because more work could be done with this 'mechanical beast'. My dad dreamed that some day he would have his own tractor with every implement he could get. When he rea
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