Παιχνίδι γνώσεων για να περνάει η ώρα MKII

[sapila racing]

Αρχικά δημιουργήθηκε από byr0n
Αφου πιάσαμε τα μετασκευασμένα trial πάρτε .....

Eσύ μας έβαλες στν μπρίζα ρεεεε!!!



Το 2 είναι αυτό το ατιμο το Parilla

[byron]

Αρχικά δημιουργήθηκε από sapila racing
Eσύ μας έβαλες στν μπρίζα ρεεεε!!!



Το 2 είναι αυτό το ατιμο το Parilla

Σωστός !!! Είναι κουκλί το άτιμο

[sapila racing]

Αρχικά δημιουργήθηκε από filipp0s
να βαλω κι εγω ενα να κλεισει καλα η χρονια

Ε οχι και να κλείσει η χρονιά με το παλιόπραμα..

Αυτό εδω ας πούμε είναι πιο κατάλληλο.

Καλή χρονιά σε όλους!!

[ikarosk]

Για το προηγούμενο'

Αυτό το βρήκα αμέσως!!!!!!!
ΕΔΡΑΣΗ-ΨΑΛΛΙΔΑΣ Χ.(ΚΟ) 500cc.
Η φωτό είναι από το GP του ΧΑΑ του 1999.
ΚΑΛΗ ΜΑΣ ΧΡΟΝΙΑ.
http://www.moto.gr/forums/showthread...95#post1622995

[sapila racing]

Παντως αυτα τα κατασκευάσματα του Colani δεν εχουν εναλλακτικό μπροστινο, αεροδυναμικά καλύμματα είναι.
Παραπληροφόρηση byr0n!

Για ψαξτε τωρα το δύσκολο που εβαλα, εχει και μια σχεδιαστική καινοτομία που ακόμα και σήμερα ειναι προχωρημένο θέμα.

[filipp0s]

Αρχικά δημιουργήθηκε από sapila racing
...
Για ψαξτε τωρα το δύσκολο που εβαλα, εχει και μια σχεδιαστική καινοτομία που ακόμα και σήμερα ειναι προχωρημένο θέμα.

λεω εγω τωρα... μηπως ειναι ardie? :wacko:

[sapila racing]

Αρχικά δημιουργήθηκε από filipp0s
λεω εγω τωρα... μηπως ειναι ardie? :wacko:

Οχι Φίλιππε, είναι μια και μοναδική μοτοσυκλέτα που έφτιαξε ο εφευρέτης του συστήματος.
Οπως ειπα εχει μια μεγάλη σχεδιαστική καινοτομία, θα πρέπει να παρατηρήσετε τον κινητήρα καλά για να καταλάβετε τι παίζει εδω.
Εχει και αρκετές πατέντες αυτός ο κινητήρας.
Ειναι βέβαια και η μοναδική φωτό στο νετ.... ξέρετε τώρα!

[filipp0s]

Αρχικά δημιουργήθηκε από sapila racing
Οχι Φίλιππε, είναι μια και μοναδική μοτοσυκλέτα που έφτιαξε ο εφευρέτης του συστήματος.
Οπως ειπα εχει μια μεγάλη σχεδιαστική καινοτομία, θα πρέπει να παρατηρήσετε τον κινητήρα καλά για να καταλάβετε τι παίζει εδω.
Εχει και αρκετές πατέντες αυτός ο κινητήρας.
Ειναι βέβαια και η μοναδική φωτό στο νετ.... ξέρετε τώρα!

καλα το φανταστηκα... ετσι αδεια εριξα μηπως πιασουμε τιποτα (εμοιαζε λιγο και το σημα στο ντεποζιτο)

[ikarosk]

Ο κινητήρας διαθέτει σύστημα κυλινδρικών περιστροφικών βαλβίδων.(μάλλον)
Το σήμα στο τεπόζιτο μου θυμίζει NSU.

[filipp0s]

Αρχικά δημιουργήθηκε από ikarosk
Ο κινητήρας διαθέτει σύστημα κυλινδρικών περιστροφικών βαλβίδων.(μάλλον)
..

δικιο εχεις! Και το ειχα ψαξει κι ετσι αλλα ηταν ζορικο να βρεθει...


While rotary valve development was given up by Baker around 1954, during the same decade it was taken up by a master machinist and mechanical genius in Cleveland, Ohio named Merritt Zimmerman. Zimmerman (pictured here) built a 244cc 45-degree V-twin engine (pictured below) with rotary valves that was reported in an article that appeared in the March, 1966 issue of Cycle Magazine to have been completed in only four months after its drawings were finished (Zimmerman worked on his drawings for four years!). Zimmerman built all of his own patterns, including casting molds and their interior plugs. The result was a stunningly beautiful piece of work with the appearance of a serial-production motor benefiting from years of development. It weighed only 55 pounds and produced 25 horsepower (Cycle's article claimed that the engine produced 45 hp, an incredible and erroneous claim that was based on the time at a dynamometer miscalculation). The engine could achieve 12,000 rpm, and when later installed in a motorcycle made 75 mph in second gear and topped out at an estimated 110 mph. Lively performance for a 250 for sure, but what was even more impressive than the engine's good output was its torque curve, which was nearly flat. This quality of his design was also demonstrated by an automobile that Zimmerman built, powered by an in-line four based on a Crosley racing crankshaft. In testing by the Ford Motor Company, it went from 0 to a top speed of around 100 mph in top gear only.


Zimmerman installed his little V-twin in a rolling chassis of his own construction. Using telescopic forks and plunger rear suspension from a Zundapp, he built his own frame. Power was channeled through a Burman gearbox. The whole machine, with legal lighting and equipped for enduros, came in at only 280 pounds. Whereas Baker had tested his design with a cross-country ride in 1941, Zimmerman chose the punishment of off-road competition to prove his product. Although the engine burned a piston at 80 miles in its first outing at the Jack Pine Enduro in 1954, its rotary valve did not fail. At the Toledo enduro that same year, Zimmerman was among only 11 finishers in the event. At Athens he won first place inhis class, then at Ashtabula he got a second. At Akron the following year he won his class, then got a second in a scrambles at Cleveland. At the punishing Jack Pine that year his frame broke at 175 miles, but the engine was working flawlessly. At the Ohio State Championship Enduro in 1955, his rotary-valve wonder took sixth overall and second in the lightweight class.


The testing of their prototypes by Baker and Zimmerman also demonstrated that the rotary-valve can get high fuel mileage and run on low-grade fuel. Cross had run his engines on 78 octane, Baker found no problems using what in 1941 was called “white gas,” and Zimmerman also confirmed that low-octane fuel did not impede performance. Baker achieved over 57 mpg in his cross-country test, and Zimmerman achieved 50 mpg with his rotary-valve car, and neither inventor had yet begun to turn his attention toward fuel-efficiency development. But these virtues did not turn the heads of the captains of motor commerce. Zimmerman and his colleague Stan Yalof tried mightily to sell the rotary valve idea to the American automobile industry. Yalof recalls about their frustrating experience, “They just wear you down. We couldn't raise enough money to even get the idea through the bureaucracy. You finally just conclude that it is the Not-Invented-Here-Syndrome. They don't want to be bothered with innovation that they're not already working on or that wasn't their idea.” Like Baker before them, they found that those who could bring the rotary-valve engine into the commercial market did not want to be bothered.



Fifty years later, Zimmerman's remarkable machine has survived, intact and in good condition (pictured below). It is at the Barber Vintage Motorsports Museum, though not currently on display. The rotary-valve four-stroke remains a tantalizing concept that repeatedly attracts geniuses, but that mass producers just can't seem to warm up to. They claim that the sealing and lubrication problems of the valve are just too hard to overcome. But Baker appears to have solved it by using an oil-impregnated carbon material for his valve drum, and Zimmerman also appears to have solved the problem with a mounting and sealing system that he chose not to disclose in detail at the time of the Cycle Magazine story. However, the machine and Zimmerman's documentation are still here for R&D department of any company that will take a serious interest. Zimmerman's son Art remains an enthusiastic advocate of the concept, and continues to look for interest and funding that might eventually bring the benefits of his father's work to the public at large.

[filipp0s]

....

[byron]

Αρχικά δημιουργήθηκε από sapila racing
Ειναι βέβαια και η μοναδική φωτό στο νετ.... ξέρετε τώρα!

Σε τα παλληκάρια που προσπάθησες να τα αποπροσανατολίσεις .... :rotflmao:

[filipp0s]

Αρχικά δημιουργήθηκε από byr0n
Σε τα παλληκάρια που προσπάθησες να τα αποπροσανατολίσεις .... :rotflmao:

(και τριτη φωτο)

[filipp0s]

ολα απο την ιδια πηγη ειναι http://www.motohistory.net/news2009/news-oct09.html

[sapila racing]

Συγχαρητήρια και στους δύο σας, ikarosk και filipp0s !!

Εγω το βρίσκω πολύ ενδιαφέρον το θέμα, το σχέδιο είναι καλό και αποτελεσματικό αλλά δεν μπήκε ποτέ στην μαζική παραγωγή.

byr0n απο ενα site ηταν όλες οι πληροφορίες!!
Εσυ μιλάς για αποπροσανατολισμό που μας έλεγες οτι το κουκουναρι του Colani ειχε εναλλακτικό μπροστινό?