Compression Test Expectation
#16
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PV=NRT. Not reading from Wiki so my apology. Adiabatic heating of compression will have a significant affect on the final reading. Also, if it is a mechanical gauge, there is the hysteresis of the bourdon tube works.
Continental engine works has done quite a bit of research on compression(static and dynamic) for aircraft engines, as well as tractor engines. They have found that readings as low as 75% of the 'book' value of a static comp test will still make rated power. It's not completely understood, but it is the way it works in real life.
While static comp tests are somewhat useful, compound compression tests are more revealing in finding issues with the upper cylinder. Air leaks can be heard going through the rings from the oil filler, or through the valves from the intake or exhaust. A benchmark is usually set when an engine is new and broken in for aircraft and that becomes the standard for losses along the way. If 80PSI is put in at TDC under a calibrated fixed orifice, the resulting losses should be evaluated as the engine ages.
Continental engine works has done quite a bit of research on compression(static and dynamic) for aircraft engines, as well as tractor engines. They have found that readings as low as 75% of the 'book' value of a static comp test will still make rated power. It's not completely understood, but it is the way it works in real life.
While static comp tests are somewhat useful, compound compression tests are more revealing in finding issues with the upper cylinder. Air leaks can be heard going through the rings from the oil filler, or through the valves from the intake or exhaust. A benchmark is usually set when an engine is new and broken in for aircraft and that becomes the standard for losses along the way. If 80PSI is put in at TDC under a calibrated fixed orifice, the resulting losses should be evaluated as the engine ages.
I doubt anyone sat down from scratch and calculated the actual compression test pressure from fundamental basics, rather someone analysed real world data and came up with a mathematical algorithm to explain the results measured. Thus the equation is a modified form of the gas law that considers the static compression ratio [gas law] and dynamic compression behaviour of the valve train. Most probably someone somewhere will likely be able to assign coefficient values based on tabulated data and thus predict what we can expect to see in real world testing. I just found it interesting that the article pulled numbers from nowhere and came up with exactly what I measured.
I see no logical reason why repeatable results cannot be obtained but quality control is everything and the human element is probably the biggest variable in play. My tire inflator pressure gauge recently took a dump. The clue was it seemed to take a long time to come up to pressure and at an indicated 30 psig it seemed to be going nowhere further. Checked the pressure with my standalone pressure gauge and the real world pressure was 60 psig! Bottom line it should be possible to agree a definitive value we can expect to see for a given motor configuration.
#17
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Sway,
You run with GT cams if my memory serves me correctly and the S3 cams have the same profile but wider LSA [110 of the GT versus 114 for the S3] and thus by definition the S3 has less [or maybe no?] overlap so logically more compression pressure in this type of test unless of course I am missing something [distinctly possible].
You run with GT cams if my memory serves me correctly and the S3 cams have the same profile but wider LSA [110 of the GT versus 114 for the S3] and thus by definition the S3 has less [or maybe no?] overlap so logically more compression pressure in this type of test unless of course I am missing something [distinctly possible].
From what I understand, overlap (..which is tuned/adusted by LSA) has no effect on cylinder-filling pressure. Overlap occurs when both the intake/exhaust valves are simultaneously open during the transition from the upward exhaust-stroke to the downward intake stroke.
On the following compression stroke, the exhaust has closed a long time ago, while the intake remains open while the piston rises in the bore and cylinder volume decreases.
When the intake finally closes, it is at that position of the piston within the bore, and the resultant volume above the piston, determines the dynamic compression ratio, and what is actually measured by the compression gauge.
Therefore, a GT intake valve closes later than an S4's which means the GT's piston is higher in the bore, thus there's less volume available for compression versus the S4 intake, and why a GT-cammed engine compression will read lower than an S4's.
From that understanding, I don't see how LSA affects the compression readings of an engine - unless I'm really missing something here.
#18
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Hi FredR, On S4's typically as you all stated, 170, to 185, some as low as 155 on non recent head work.
When one or two get in to the 30's, that's' when the engine comes out![Wink](https://rennlist.com/forums/images/smilies/wink.gif)
The gauge I use has a screw on metal tube to goes down inside the spark plug wells and it uses o rings for head and extension connections.
I's not HF but a decent Auto store automotive type, I think there is a Digital one at our shared space, but never tried it (needed a battery![Smilie](https://rennlist.com/forums/images/smilies/smile.gif)
Also I always try to do this on a warmed over engine when possible, and I crank until the reading stops climbing (about 5/6 cranks)
Dave K
When one or two get in to the 30's, that's' when the engine comes out
![Wink](https://rennlist.com/forums/images/smilies/wink.gif)
The gauge I use has a screw on metal tube to goes down inside the spark plug wells and it uses o rings for head and extension connections.
I's not HF but a decent Auto store automotive type, I think there is a Digital one at our shared space, but never tried it (needed a battery
![Smilie](https://rennlist.com/forums/images/smilies/smile.gif)
Also I always try to do this on a warmed over engine when possible, and I crank until the reading stops climbing (about 5/6 cranks)
Dave K
#19
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Okay, after writing all that, let's say we take a cam and make a second one identical to it except for increasing its LSA.
Will that affect the resultant dynamic compression ratio?
It depends...
If the LSA was increased by moving the exhaust valve out, no.
But if the LSA is increased by opening/closing the intake sooner, then yes, the dynamic compression ratio will be increased.
Fred, maybe you already said this...
Will that affect the resultant dynamic compression ratio?
It depends...
If the LSA was increased by moving the exhaust valve out, no.
But if the LSA is increased by opening/closing the intake sooner, then yes, the dynamic compression ratio will be increased.
Fred, maybe you already said this...
![Smilie](https://rennlist.com/forums/images/smilies/smile.gif)
#20
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Okay, after writing all that, let's say we take a cam and make a second one identical to it except for increasing its LSA.
Will that affect the resultant dynamic compression ratio?
It depends...
If the LSA was increased by moving the exhaust valve out, no.
But if the LSA is increased by opening/closing the intake sooner, then yes, the dynamic compression ratio will be increased.
Fred, maybe you already said this...![Smilie](https://rennlist.com/forums/images/smilies/smile.gif)
Will that affect the resultant dynamic compression ratio?
It depends...
If the LSA was increased by moving the exhaust valve out, no.
But if the LSA is increased by opening/closing the intake sooner, then yes, the dynamic compression ratio will be increased.
Fred, maybe you already said this...
![Smilie](https://rennlist.com/forums/images/smilies/smile.gif)
I studied the concept when contemplating fitting a set of S3 cams to my S4 motor- to date I have not been sufficiently motivated to fit them.
#21
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Hi FredR, On S4's typically as you all stated, 170, to 185, some as low as 155 on non recent head work.
When one or two get in to the 30's, that's' when the engine comes out![Wink](https://rennlist.com/forums/images/smilies/wink.gif)
The gauge I use has a screw on metal tube to goes down inside the spark plug wells and it uses o rings for head and extension connections.
I's not HF but a decent Auto store automotive type, I think there is a Digital one at our shared space, but never tried it (needed a battery![Smilie](https://rennlist.com/forums/images/smilies/smile.gif)
Also I always try to do this on a warmed over engine when possible, and I crank until the reading stops climbing (about 5/6 cranks)
Dave K
When one or two get in to the 30's, that's' when the engine comes out
![Wink](https://rennlist.com/forums/images/smilies/wink.gif)
The gauge I use has a screw on metal tube to goes down inside the spark plug wells and it uses o rings for head and extension connections.
I's not HF but a decent Auto store automotive type, I think there is a Digital one at our shared space, but never tried it (needed a battery
![Smilie](https://rennlist.com/forums/images/smilies/smile.gif)
Also I always try to do this on a warmed over engine when possible, and I crank until the reading stops climbing (about 5/6 cranks)
Dave K
Thanks for sharing that- a constant human element is the best comparison and given your experience I have confidence in your numbers that align with those of myself and Swaybar. My numbers were taken just after fitting my revamped S4 motor with the GTS inlet cam and 32 freshly lapped valves. I also met your "engine out" criteria- I had zero pressure on No 7 due to two bent inlet valves caused as the engine experienced some damage to cam sprocket and cam cover on the 1/4 bank when my late S4 was totalled some 12 years ago..
#22
Former Vendor
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Therefore, I'm very conservative when reacting to compression readings. I never trust my first compression test on a 928 engine I've not worked on, before. I need to see compression test "problems" more than once, on the same cylinder.
928 engines have very low valve spring pressure and a tiny bit of carbon between the valve and the seat can result in a low cylinder or several low cylinders.
If I have an engine with a low cylinder on an engine, I'll always make sure the pieces involved in making spark and injecting fuel are perfect and then send the car back put to be driven. Sometimes I'll even do a carbon cleaning proceedure and run a carbon cleaning additive in the fuel.
I'll then retest in a couple of weeks.
A huge majority of the time, there won't be a problem. The "bit" of carbon will be pounded/blown out and the compression will return to normal.
Of course, if there is a test that results in one (or more than one) cylinder with 0 to 30 pounds of compression, that's a completely different story.
#23
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928 engines that have a cylinder or cylinders that are up to 40% lower than the best cylinder can fool people.
Therefore, I'm very conservative when reacting to compression readings. I never trust my first compression test on a 928 engine I've not worked on, before. I need to see compression test "problems" more than once, on the same cylinder.
928 engines have very low valve spring pressure and a tiny bit of carbon between the valve and the seat can result in a low cylinder or several low cylinders.
If I have an engine with a low cylinder on an engine, I'll always make sure the pieces involved in making spark and injecting fuel are perfect and then send the car back put to be driven. Sometimes I'll even do a carbon cleaning proceedure and run a carbon cleaning additive in the fuel.
I'll then retest in a couple of weeks.
A huge majority of the time, there won't be a problem. The "bit" of carbon will be pounded/blown out and the compression will return to normal.
Of course, if there is a test that results in one (or more than one) cylinder with 0 to 30 pounds of compression, that's a completely different story.
Therefore, I'm very conservative when reacting to compression readings. I never trust my first compression test on a 928 engine I've not worked on, before. I need to see compression test "problems" more than once, on the same cylinder.
928 engines have very low valve spring pressure and a tiny bit of carbon between the valve and the seat can result in a low cylinder or several low cylinders.
If I have an engine with a low cylinder on an engine, I'll always make sure the pieces involved in making spark and injecting fuel are perfect and then send the car back put to be driven. Sometimes I'll even do a carbon cleaning proceedure and run a carbon cleaning additive in the fuel.
I'll then retest in a couple of weeks.
A huge majority of the time, there won't be a problem. The "bit" of carbon will be pounded/blown out and the compression will return to normal.
Of course, if there is a test that results in one (or more than one) cylinder with 0 to 30 pounds of compression, that's a completely different story.
What do you use for carbon cleaning?
#24
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I've always considered that the overlap on the 928 was a bit too high. As I see reversion causing plenty of carbon build up in the intake, it's apparent that they had quite a bit of 'compromise' built in to the LSA overlap so that the engine would breath correctly way up at 6200, or 6600 for the GT. I'm sure that the reversion into the intake would be much less apparent if our engines spent more time at 3700-4400 RPM, rather than at a sedate 2200-2700. The 928 engine could have done well with a VVT setup for low speed operation, and then higher speed operation where more overlap is useful.
YMMV, objects in mirror, contents have settled, and may cause **** leakage.
#25
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My day was going so well, and then I did the compression test
Seven cylinders give 185-190 psi as predicted by everyone on here
But one is half that
How can my car still do just short of the stated max speed, with one cylinder seriously compromised?
Seven cylinders give 185-190 psi as predicted by everyone on here
But one is half that
How can my car still do just short of the stated max speed, with one cylinder seriously compromised?
#26
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Read Greg's posts again.
#27
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#28
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Get this:
![https://www.amazon.com/OTC-5609-Cylinder-Leakage-Tester/dp/B0030EVL60/ref=sr_1_4?s=automotive&ie=UTF8&qid=1539297436&sr=1-4&keywords=leakdown+compression+tester](https://rennlist.com/forums/images/misc/amazon_icon.gif)
Know what you know before going further. It will evaluate where the leak is going and then you can make a plan. It may be able to clean up with cleaner. There's also something called the "cylinder rope trick" which might work. The rope is fed down into the cyl, and the piston is moved up to press the rope into the valve faces.
edit: running it as is for another month isn't going to fix it. Might also order a digital endoscope that fits on a laptop and have a good look at the valves in that cyl.
#29
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But still made 95% from new HP at RPM.
Leakdown is about health, but things move so fast, theres not a lot of time for leaking to happen..you still made good power.
#30
Former Vendor