I challenge everybody to come up with their own radiator shroud for the 250's. You can just make it out of cardboard and taped to make it easier. It is my belief after all you guys post up what ya came up with, we can make it sharp with clean lines. Your design will go in place of the front grill and maybe the hood if your design needs to. It is high time qr's got an aluminum shroud. That's my challenge to you.
I'm in! I love designing or re-designing everything I can get my hands on! Give me little time, I'll get back soon!
I like the look of my stock hood and air scoop.
If that's what you want, then stick with it. I would just like to see new parts available for our aging fleet. Something new to look at.
If that's what you want, then stick with it. I would just like to see new parts available for our aging fleet. Something new to look at.
Ya would be sweet if these LT,s had the support of some of the other quads.
Bumpity bump bump. 4-Tracker, did you ever come up with a design? I'm going to message sblt500R about this also. He does excellent work!
Any interest in this still? I am!!!!!!
Call or msg Mike aka 500fanatic. He already done an extra raditor w/shroud for the 500 and i believe is doing one for the 250 as well.
His website is fulltiltmusclecars.com.
Thanks for telling me about it! I’m going to check it out.... I hope it looks sick.
So I talked to a guy on their website phone number today. It turns out he doesn’t make an aluminum radiator shroud for the 250’s & the 500’s.... he makes a kit so you can run 2 radiators when your out in the sand dunes baking under the sun! The kit costs $225.00
Yea, he makes a second smaller raditor with shroud for the 500. I thought i saw where he was developing one for the 250 as well.
That’s correct but it isn’t for the 85 or 86 models. When I told him I Had an 85 he said realized my exhaust is on the opposite side of the later models and that’s all I know
Why not ceramic coat the piston crown, cylinder wall, and dome. This will keep the heat from soaking into the cylinder and engine so it can run cooler. This can also mean you could run higher compression without pre-ignition from heat as the piston crown and cylinder wall and dome should have a lower temp.
I have not had any success using the thermal coatings on the piston crown and inside the exhaust ports on highly developed two strokes. I have had some success using them on the 4 strokes.
Looking at the underside of the two stroke piston shows that the thermal barriers does indeed reduce the amount of heat absorbed into the piston crown but the surface of the thermal barrier carries enough heat to the next compression/ignition cycle to cause pre-ignition. Squish clearance, compression ratios, ignition timing, fuel octane rating and combustion chamber design was optimized to reduce pre-ignition when thermal coatings were added to the piston crowns. When we found a design that did not have a pre-ignition problem, power was less than the original un-coated piston crown engine combination.
Thermal coating the inside of the exhaust port helps keeps some of the exhaust heat from entering the cooling system through the exhaust port tunnel walls. The high surface temperature of the thermal coating radiates and conducts too much heat into the over-scavenged fresh charge in the exhaust port that eventually gets pushed back into the cylinder by the turned exhaust. Adding any additional heat to this fresh charge in the exhaust port, reduced charge density and resulted in a power loss and was more apt to have detonation on the highly developed engines.
The thermal barriers when used on 4 strokes pistons have one more engine revolution to cool off and do not carry enough heat to next power cycle to cause pre-ignition.
We found that the thickness of the thermal barriers had a influence on how much surfaced temperature is carried forward to the next power cycle. I tried different types of thermal coatings and different thicknesses. The thinnest thermal coatings on the piston crowns caused the least pre-inition problems but the under side showed higher piston crown temperatures than piston that had thicker thermal coatings.
I do not remember the names of the different thermal coating we tested. I remember some were gray, some white and some were light pink but all caused pre-ignition.
The best surface treatment we found was to put a highly polished surface on the piston crown. Thermodynamic studies back this up and show that polished metal surfaces have the lowest emissive powers than dull metal surfaces The polished surface reflects heat back into the combustion gases less than the thermal barriers but a polished crown will have a cooler surface temperature than a crown that is insulated with a thermal barrier or has a surface texture of a unpolished crown.
For those that want to delve deeper into the subject, refer to the thermodynamic properties of an insulators, heat transfer and how the surface temperature of an insulator tends to mirror the environment the insulator is exposed to as well as the thermal inertia of that surface vs time.
Agree x 1
Informative x 1