Yeah.........that's what I thought. No standard production models and no links to any evidence of such engines because the government prevented Chrysler from building such an engine.

.........OOOkaaaaaaayyyyyyyy. Thanks for your contribution.

I'm still waiting for proof of this 30:1 compression Cummins.

i am going to take a guess here and try to be a mediator for a sec. Knightrider is saying that Mopar indeed had the engines with a stroke more than 3.31" but they were not really production engines. Brian is asking for him to prove through production publications what he is saying.

I was not around in the 70's and i'll put money on the fact that i was not even thought of or in anyone's plans. But, because Mopar was sneaking though the cracks of the dumb arses of the gov't (no pun intended ) and changing the engine and marking them so only they knew what was going on there is on record publicaly that this went on. Therefore Knightrider's only means of proving this is to 1) porvide engines and their markings. or 2) duke it out with Brian till he believes him because there are no public paper records due to the "70's tree huggers".

So the two of you does this make sense now? this is atleast how i am taking it all.

__________________
-Trevor

OBK #12
1980 300SD 333,XXX miles - Totaled
1986 Mazda RX-7 212,XXX miles - impounded and auctioned off
2005 Jeep Liberty CRD Limited 33,000- SEGR, Provent, Fumoto

Well, that was revised downward once challenged.

Now, it's 22.5:1.

I'm still waiting for proof of that compression ratio on any production Cummins.

Forced, i think they are taking into consideration the volume of air that is jammed in there past the natural aspiration of the engine via the turbo.

for example: the engine takes in 20 units of air N/A on start up then compresses it to 1 unit. well when the turbo is spooled up the turbo is jamming another 10 units in the same space, then the engine is compressing it to the same 1 unit as before.

There is your 30:1 ratio

__________________
-Trevor

OBK #12
1980 300SD 333,XXX miles - Totaled
1986 Mazda RX-7 212,XXX miles - impounded and auctioned off
2005 Jeep Liberty CRD Limited 33,000- SEGR, Provent, Fumoto

That's the dynamic compression ratio, I'm talking static compression ratio in a non-running engine. The standard way it is measured and used in engine specs like you would put in a brochure.

then brian answered your question in #79

__________________
-Trevor

OBK #12
1980 300SD 333,XXX miles - Totaled
1986 Mazda RX-7 212,XXX miles - impounded and auctioned off
2005 Jeep Liberty CRD Limited 33,000- SEGR, Provent, Fumoto

22.5:1 is still significantly higher than the 17.5:1 used in production engines.

I want to see some evidence of this high compression engine.

from the time stamps we might be getting another long winded explination here soon from him. so maybe he will answer that then. his reply time tonight has been about every 30 mins

__________________
-Trevor

OBK #12
1980 300SD 333,XXX miles - Totaled
1986 Mazda RX-7 212,XXX miles - impounded and auctioned off
2005 Jeep Liberty CRD Limited 33,000- SEGR, Provent, Fumoto

I very much doubt Cummins would let anyone, even an engineer, put a prototype/experimental engine in their personal vehicle without it being confiscated and destroyed soon after. There would be a large insurance liability if the engine catches fire, causes an accident or otherwise causes harm to somebody. There would also be the risk of an experimental engine getting into the hands of a competitor like International, Isuzu, Cat, Detroit, etc.

If the 22.5:1 engine were so great as it's been described, it surely would have made it into production sometime between 1994 and 2007.

EDIT: The only production diesel I can find with a 22.5:1 CR is the Oldsmobile 5.7L Diesel.

Thank god! finally someone does get it! Static compression is meaningless because it's NO LONGER static once the starter is engaged! Static ends and dynamic begins once the engine is rotating. But when your talking to Feds who couldn't find their ass with both hands, you can't tell them that a 318 with Maltese cross wedge chamber heads is really a 270 horse HI Po 312 if THEY DIDN'T APPROVE OF THE INLINE PRODUCTION AND DEVELOPMENT! If you say you have a 318, well ok, you listed that in the info you sent them on what you could produce for the next 5 years ok? After all, it's the same engine, all we did was stroke it or drop the heads a little! Oh. Well then that must be ok then! Why did you do that? Because these motors are going into a Grand Diplomat with a tow package!It's not to unbelievable when your talking to a lobbied monkey who doesn't know a crank from a spark plug. 30:1 compression Cummins diesels were produced with waste gate that cuts out at a higher boost pressure. Most cut out at 26:1. The cam timing was also a little different! If you find a knowledgeable machinist, you could duplicate the same conditions! Would you like to know how we met the power reduction requirements of 1971? We stopped taking horsepower readings at the flywhell and started taking them at the back of the transmission with all installed accesories operating! We got away with this crap for 4 years!. Do you have any idea how much horse you lose at the driveshaft if your ac is running full blast? They stopped making the higher pressure release wastegate because of emission requirements! If need to crunch numbers and want a static reading on compression, then you have to somehow assume that you could take a cylinder that is not moving and say if it started to move up and nothing else changes (impossible) then it would be 17:1 at a certain rotation speed. Depending on how you grind your cam and how you change your cranking speed, you could xchange your so called "static" CR. Conclusion; static pressure to engines makes as much sense as relative humidity does to meteorology. Knowledgeable meteorologists will get that one! For anyone still thinking I lost it in the strike thing, get a copy of the 1970's book Smokey Yunicks power secrets! For any of you who don't know who Smokey Yunick is, I feel sorry for you! Be happy in your rice grinding Hondamitsuyotahatsubishisan with the loud muffler.

In other words, you have a run-of-the-mill 1994 12valve Cummins running a higher boost pressure.

I guess this goes along the same lines as your E240D thinking?

EDIT: Static compression ratio is STATIC as in NOT TURNING. It is a measurement of bore x stroke relative to the remaining clearance above the piston.

Like I said before, it's MEANINGLESS. My vehicles won't run this way and neither will yours and I sure as hell don't feel like pedaling. No My Cummins has a different overlap and valves open more per stroke. This is part of the reason for higher boost pressure, it naturally inhales more. It also puts out more hydrocarbons per mile on dino-diesel. It does really well on Soybean diesel.

It may be meaningless to you but its the standard method of measuring and communicating compression ratio around the world.

Show me a public website or brochure with the engine's compression spec displayed in something other than the Static CR.

That's because I'm taking breaks in between downloading files of Electron tube high frequency waveforms for Mullard amplifiers. You can drop or increase the compression ratio with just a change in cam lap and lift or drop.