MAGNESIUM HEAD SINK
#1
MAGNESIUM HEAD SINK
Hi,
What is the difference from magnesium head sink and standart(Alumium). Is the advantage only the low weight or is Magnesium better on heat transfer than the standart ones?
thnx
What is the difference from magnesium head sink and standart(Alumium). Is the advantage only the low weight or is Magnesium better on heat transfer than the standart ones?
thnx
#2
Magnesium
Lighter than Aluminum
Doesnt cool as well as Aluminum
Costs twice as much as Alum
Lighter than Aluminum
Doesnt cool as well as Aluminum
Costs twice as much as Alum
#4
here is a emissivity chart for different materials . As GM said alum is a better than magnesium as a heat sink .
http://www.omega.com/literature/tran...issivitya.html
The best one i could fing was Platinum which was interesting and Dull Wrought Iron was pretty good too . Apparently Green Aluminium was best according to the chart
http://www.omega.com/literature/tran...issivitya.html
The best one i could fing was Platinum which was interesting and Dull Wrought Iron was pretty good too . Apparently Green Aluminium was best according to the chart
#5
here is a emissivity chart for different materials . As GM said alum is a better than magnesium as a heat sink .
http://www.omega.com/literature/tran...issivitya.html
The best one i could fing was Platinum which was interesting and Dull Wrought Iron was pretty good too . Apparently Green Aluminium was best according to the chart
http://www.omega.com/literature/tran...issivitya.html
The best one i could fing was Platinum which was interesting and Dull Wrought Iron was pretty good too . Apparently Green Aluminium was best according to the chart
#6
save your money and get a alum head engine and have it modded for the same or less money except the C6T7, those are the same thing as C6BBs cept with a mag head and case changes.
#9
Tech Rookie
Hi
I am a team driver for Mugen and Ninja in the UK and have run the new MRT engines for the last 2 months and found the following:
1) Version 1 batch number: 0017921. Piston and liner run in similar to the standard engines. It was very tight to start with but then after 1.5 hours it was OK. We found that when leaned on the top end needle, the bottom end would run on into corners. To prevent this we richen the bottom end up to prevent it sounding lean. The needle is a 1.82mm out of the linkage bezzel. On the bench it smokes a lot and feels slow to pick up, but once on the track and up to temperature it feels OK. The temperature on track is about 120-130deg C. I am using Runner Time fuel.
2) Version 2 batch number: T-001086 02. Piston and liner very tight and still needs more time after 3 hours and run temp of 130 deg C. When leaned out at top it runs high when you throttle off into corners but a quick blip in the pits will allow it to idle as per normal.
I then tried changing the head on this engine from magnesium to aluminium and it was now not running high into corners. I feel that this is not a true reflection on this engine since it is still running in!
With version 1, I am impressed with the increase in bottom end power and I can easily do 5 minutes with the fast link pipe and small manifold.
I would like to know if Mike Swauger is experiencing such problems and what the the solution is, if any.
Cheers
Andrew North
I am a team driver for Mugen and Ninja in the UK and have run the new MRT engines for the last 2 months and found the following:
1) Version 1 batch number: 0017921. Piston and liner run in similar to the standard engines. It was very tight to start with but then after 1.5 hours it was OK. We found that when leaned on the top end needle, the bottom end would run on into corners. To prevent this we richen the bottom end up to prevent it sounding lean. The needle is a 1.82mm out of the linkage bezzel. On the bench it smokes a lot and feels slow to pick up, but once on the track and up to temperature it feels OK. The temperature on track is about 120-130deg C. I am using Runner Time fuel.
2) Version 2 batch number: T-001086 02. Piston and liner very tight and still needs more time after 3 hours and run temp of 130 deg C. When leaned out at top it runs high when you throttle off into corners but a quick blip in the pits will allow it to idle as per normal.
I then tried changing the head on this engine from magnesium to aluminium and it was now not running high into corners. I feel that this is not a true reflection on this engine since it is still running in!
With version 1, I am impressed with the increase in bottom end power and I can easily do 5 minutes with the fast link pipe and small manifold.
I would like to know if Mike Swauger is experiencing such problems and what the the solution is, if any.
Cheers
Andrew North