dual-mode schematic wot control

1973 Dodge Challenger wireing

automotive formulas 2

Some formulas contain notation such as ^2 which means "squared" or ^3 which means "cubed"

Formulas for Calculating Performance

Ex: 8.4s (1/8 mile) X 1.5832= 13.2s (1/4 mile)

Convert between 1/4 mile and 1/8 mile ET's

1/4 mile ET = 1/8 mile ET x 1.5832 (thanks to Bobby Mosher for this formula)

1/8 mile ET = 1/4 mile ET / 1.5832 (thanks to Bobby Mosher for this formula)

Calculate 1/4 mile ET and MPH from HP and Weight

ET = ((Weight / HP)^.333) * 5.825

MPH = ((HP / Weight)^.333) * 234


Calculate HP From ET and Weight

HP = (Weight / ((ET/5.825)^3))



Calculate HP From MPH and Weight

HP = (((MPH / 234)^3) * Weight)




Formulas for displacement, bore and stroke

pi/4 = 0.7853982

cylinder volume = pi/4 x bore^2 x stroke

stroke = displacement / (pi/4 x bore^2 x number of cylinders)



Formulas for compression ratio

(CylVolume + ChamberVolume) / ChamberVolume

cylinder volume = pi/4 x bore^2 x stroke

chamber volume = cylinder volume / compression ratio - 1.0

displacement ratio = cylinder volume / chamber volume

amount to mill = (new disp. ratio - old disp. ratio / new disp. ratio x old disp. ratio) x stroke

Formulas for piston speed

piston speed in fpm = stroke in inches x rpm / 6

rpm = piston speed in fpm x 6 / stroke in inches

Formulas for brake horsepower

horsepower = rpm x torque / 5252

torque = 5252 x horsepower / rpm

brake specific fuel consumption = fuel pounds per hour / brake horsepower

bhp loss = elevation in feet / 1000 x 0.03 x bhp at sea level

Formulas for indicated horsepower & torque

horsepower = mep x displcement x rpm / 792,00

torque = mep x displacement / 150.8

mep = hp x 792,000 / displacement x rpm

mep = hp x 792,000 / displacement x rpm

mechanical efficiency = brake output / indocated output x 100

friction output = indicated output - brake output

taxable horsepower = bore2 x cylinders / 2.5

Formulas for air capacity & volumetric efficiency

theoretical cfm = rpm x displacement / 3456

volumetric efficiency = actual cfm / theoretical cfm x 100

street carb cfm = rpm x displacement / 3456 x 0.85

racing carb cfm = rpm x displacement / 3456 x 1.1

Formulas for tire size & their effect

effective ratio = (old tire diameter / new tire diameter) x original ratio

actual mph = (new tire diameter / old tire diameter) x actual mph

Formulas for g force & weight transfer

drive wheel torque = flywheel torque x first gear x final drive x 0.85

wheel thrust = drive wheel torque / rolling radius

g = wheel thrust / weight

weight transfer = weight x cg height / wheelbase x g

lateral acceleration = 1.227 x raduis / time^2

lateral weight transfer = weight x cg height / wheel track x g

centrufugal force = weight x g

Formulas for shift points

rpm after shift = ratio shift into / ratio shift from x rpm before shift

driveshaft torque = flywheel torque x transmission ratio

Formula for instrument error

actual mph = 3600 / seconds per mile

speedometer error percent = difference between actual and indicated speed / actual speed x 100

indicated distance = odometer reading at finish - odometer reading at start

odometer error percent = difference between actual and indicated distances / actual distance x 100

Formulas for MPH RPM gears & tires

mph = (rpm x tire diameter) / (gear ratio x 336)

rpm = (mph x gear ratio x 336) / tire daimeter

gear ratio = (rpm x tire diameter) / (mph x 336)

tire diameter = (mph x gear ratio x 336) / rpm

Formulas for weight distribution

percent of weight on wheels = weight on wheels / overweight x 100

increased weight on wheels = [ distance of cg from wheels / wheelbase x weight ] + weight

Formulas for center of gravity

cj location behind front wheels = rear wheel weights / overall weight x wheelbase

cg location off-center to heavy side = track / 2 - [ weight on light side / overall weight ] x track

cg height = [ level wheelbase x raised wheelbase x added weight on scale / distance raised ] x overall weight

automotive formulas 1

The formula is Pi X the radius squared Time the stroke X number of cylinders
so on a 350 Chevy
3.1417 X 4 X 3.48 X8 = 349859


formula for displacement

(BORE)X(BORE)X(STROKE)X(.7854)X(NUMBER OF CYLINDERS)

EXAMPLE: 4x4 x 3.48 x .7854 x 8= 349.848576 round up 350ci




(Area of cylinder) x (stroke of engine) x (number of cylinders)

so...

(bore size/2)^2 x pi x stroke x 4

(pi = 3.142)


Surface area of piston x length of stroke x number of cylinders
Surface area = Radius square x pi
radius = 1/2 diam



Take a single cylinder's dimensions...
Length of piston stroke (h) in cm.
Internal Radius (r) of cylinder in cm.

Volume (cc) = π x r² x h.
cc x 4 = Volume of the 4 cylinders.

(Simple example: Stroke = 15cm. Radius = 4cm.
3.142 x 4 x 4 x 15 = 754cc per cylinder.
754 x 4 = 3,016cc = A 3 Litre engine).

MV F4

MV F4






Engine

Type Four cylinder, 4 stroke, 16 valve
Bore x Stroke 76.0 mm x 55.0 mm
Displacemet 998.3 cc

Engine Management / Induction Weber Marelli 5SM ignition-injection integrated
System; induction discharge electronic ignition,
“Multipoint” electronic injection



Clutch wet, multi - disc
Transmission Cassette type; 6 speed constant mesh
Cooling System Liquid cooled, water-oil heat exchanger

Chassis
Type TIG welded CrMo steel tubular trellis
Aluminum alloy side plates

Wheelbase 55.40”
Overall length 79.01”
Overall width 26.97”
Seat height 31.87”
Curb weight, without fuel 414.5 lb. (F4 1000 R) / 416.7 lb. (F4 1000 R 1+1)
Fuel capacity 5.5 gal. (1.0 gal. reserve)
Fairings Thermoplastic

Suspension
Front 50 mm “UPSIDE - DOWN” telescopic hydraulic
Fork with rebound-compression damping
And spring preload adjustment

Rear Progressive, single shock absorber with rebound
And compression (High speed / Low speed)
Damping and spring preload (hydraulic control)

Brakes
Front Dual 320mm floating with steel braking band and
Aluminum flange; Radial-type with 4 piston calipers

Rear Single 210mm cross-drilled steel disc; 4piston caliper

Wheels / Tires
Front wheel 3.5” x 17.0” aluminum alloy
Front tire 120/70 ZR-17
Rear wheel 6.0” x 17.0” aluminum alloy
Rear tire 190/55 ZR-17

Performance*
Max. power 174 hp @ 11,900 RPM
(limit 13,000 RPM)
Max. torque 81.8 lb./ft. @ 10,000 RPM
Max. speed 187.0 mph

CRF250R

CRF250R


with an updated and advanced 249cc unicam engine,
the 2009 CRF250R's motor is lighter and more compact.
the mill has a newly designed cylinder head for improved
power deliver in the low to mid range.gearbox modification,
provided smoother changes with less clutch action.

the suspension and the steering damper settings have
also been altered. the latest CRF250R will be in limited-
edition black color with a black seat, rims, engine cover
and front mudguard with other fresh paint schemes.



General information
Model: Honda CRF250R
Year: 2009
Category: Enduro / offroad
Rating: 74.9 out of 100. Show full rating and compare with other bikes
Safety: See our safety campaign with the high safety rated bikes in this category.

Engine and transmission
Displacement: 249.40 ccm (15.22 cubic inches)
Engine type: Single cylinder
Stroke: 4
Power: 42.91 HP (31.3 kW)) @ 11000 RPM
Torque: 29.30 Nm (3.0 kgf-m or 21.6 ft.lbs) @ 8500 RPM
Compression: 13.1:1
Bore x stroke: 78.0 x 52.2 mm (3.1 x 2.1 inches)
Fuel system: Carburettor
Valves per cylinder: 4 Fuel control: SOHC
Ignition: Computer-controlled digital capacitor discharge with electronic advance
Starter: Kick
Cooling system: Liquid
Gearbox: 5-speed

Transmission type
final drive: Chain

Physical measures
Dry weight: 101.2 kg (223.1 pounds)
Seat height: 965 mm (38.0 inches) If adjustable, lowest setting.
Overall height: 2,170 mm (85.4 inches)
Overall length: 2,170 mm (85.4 inches)
Ground clearance: 362 mm (14.3 inches)
Wheelbase: 1,477 mm (58.1 inches)
Chassis and dimensions
Front suspension: HSPD steering damper, 47mm inverted Showa leading-axle twin-chamber cartridge-type telescopic fork with 16-step adjustable compression and rebound damping
Front suspension travel: 315 mm (12.4 inches)
Rear suspension: Pro-Link with single Showa damper, adjustable low-speed (13-step) and
Rear suspension travel: 89 mm (3.5 inches)
Front tyre dimensions: 80/100-21
Rear tyre dimensions: 100/90-19
Front brakes: Single disc
Front brakes diameter: 240 mm (9.4 inches)
Rear brakes: Single disc
Rear brakes diameter: 240 mm (9.4 inches)

Speed and acceleration
Power/weight ratio: 0.4240 HP/kg

Other specifications
Fuel capacity: 7.30 litres (1.93 gallons)

Aerodynamics

Aerodynamics

There are three principle features to be aware of, they are:

Effects of the angle of attack.
The effect of air resistance and direction.
Types discus

Air resistance cause the discus to follow a flight path that is other than a simple parabola.
many potentially along throws are lost by athletes not considering the Aerodynamics
qualities of their discus or understanding their ability to throw different types.

A negative angle of attack in the early flight path is essential since the gyrating discus will
at some stage present a large surface area to the approching air. as long as the surface,
is spinning the surface area will be small. as it slows the edge to the thrower drops and
this cause an increasingly larger area to be prearnted. the sail like qualities of the surface,
will cause the implement to be retarded and it will slow more rapidly and lose height.


with a negative angle of attack the discus will have a porlonged flight path this increase in
distance indicated from the second curve. the inner curve will represent a neutral angle of
attack, become closer to the parabolic path.

Coaching point: Observation of novice throwers should verify this as a discus with a positive
angle of attack as is so often the case form a standing throw will present a very large underside,
surface to the on coming air and visibly stall.

The negative rake angle


Diagram from the science of track and field A.H and R Payne.
hear the angle of release is inside the angle of the flight path or negative. the discus will travel further in the
oncoming air with smaller surface presented. contrast that with the opposite of a higher angle of release than
the flight path and the 'sail effect' produced such that in a moderated.

Wind direction


Diagram From Discus Throwing, Max Jones,BAF.
A Headwind increases the velocity past the discus in much the same way as would a higher realease speed.
it will give the discus more aerodynamic lift.A thower unaware of this or how to use it is not goiing to improve,
just by getting stronger.

It remains important to give the discus a 'nose down' approach and there is same sence in a right handed thrower
throwing towards the right hand sector line as the wind will draw it in to sector.doing a left of center throw might
see a strong wind take it out of sector.

Negative wind condition (all throwers) is from behind.the discus does not elevate easily and a thrower with good
control will usw a nise up technique.this is achived by throwing up with the arm much like a standing throw.
Distance usually suffers in such wind condition,however,with good technique somebody will use them best.

it should be apparent that a toppling discus,one thrown with a wobble will have a similar effect to a discus thrown,
with a positive rake angle until the wind get under it and it falls.the poverty of hte throw will also be compounded
by poorer gyration characteristics than wereoriginally intended.
Coaching point: Noboay does this deliderately be very positive in criticism.point out the reasons for stabiliasing the
discus flight.spend some time on release techniques.

The types of discus




Centre weighted.cheap club style discoi with a mild steel or drass centre weight and a duralumin edge.although they
appear to spin quickly these hane low internal momentum characteristics as the majority of the weight is close to
the centre.they lose their stability fairly quickly edge weighted these are the discoi good throwers buy.

the edge is brass and much higher proportion of the weight is close to the edge.the redius of gyration is larger and
although they need more effort to spin them they do not lose rotation easily.they stay stable longer.
These differing type do effect the distance thrown.
A good thrower can work the edge of a discus and generate more release momentum of the gyration characteristics
of the discus.the effect is marginally more total momentum and a much longer period of stability.

A club thrower wiil not begin to generate enough momentum to stabilise an edge weighed discus so the centre
Of the mass in much closer to the centre.in this way same fairly quick spin is possible which helps the stability.
it is however esily gained-esily lost so the overall period of stability is quite short.

The overall effect can be quite staggering perhaps 10 meters. A good thrower will throw 5 metres further whilst a
poor thrower not able to drive the rim might throw 5 metres less than they would with a 'normal' club discus.