What Is Best Way to Clean Engine? Valves Are Sticking on Briggs & Stratton Lawn Mower Engine?

How do you know your valves are sticking? This motors valves have a pretty strong spring. I recommend taking the motor apart and finding the problem and do not under any advice spray anything in the motor. To assure further use of this engine take it apart and clean it properly, if buildup is the actual problem ,which I truly doubt. You will probably find another culprit in this case

1. The advantages, components and application of Butterfly Valves

A Butterfly valve is a quarter-turn rotational motion valve, that is used to stop, regulate, and start flow. A butterfly valve has a disc which is mounted on a rotating shaft. When the butterfly valve is fully closed, the disk completely blocks the line. When the butterfly valve is fully opened, the disc is at a right angle to the flow of gas or liquid. The butterfly valve consists of only four main components: body, disk, stem and seat. Butterfly valve body: Butterfly valves generally have bodies that fit between two pipe flanges, the most common being lug and wafer body design. Butterfly valve disk: The disk is how the valve stops flow - it is equivalent to a plug in a plug valve, a gate in a gate valve or a ball in a ball valve. There are variations in disk design and orientation in order to improve flow, sealing and/or operating torque. Butterfly valve Stem: The stem of the butterfly valve may be a one-piece shaft or a two-piece (split-stem) design. The stem in most resilient seated designs is protected from the media, thus allowing an efficient selection of material with respect to cost and mechanical properties. Butterfly valve Seat: The seat of a resilient-seat butterfly valve utilises an interference fit between the disk edge and the seat to provide shutoff. The material of the seat can be made from many different elastomers or polymers. The seat may be bonded to the body or it may be pressed or locked in. Butterfly valves are easy and fast to open. A 90 rotation of the handle provides a complete closure or opening of the valve. Large Butterfly valves are usually equipped with a so-called gearbox, where the handwheel by gears is connected to the stem. This simplifies the operation of the valve, but at the expense of speed. Butterfly valves are relatively inexpensive to build. Butterfly valves require less material due to their design. The most economical is the wafer type that fits between two pipeline flanges. Another type, the lug wafer design, is held in place between two pipe flanges by bolts that join the two flanges and pass through holes in the valve's outer casing. Furthermore, common Butterfly Valves materials are often less expensive. This is due to their compact design which requires considerably less space, compared to other valves. Butterfly Valves are generally associated with reduced maintenance. Their reliability and reduced maintenance requirements of Butterfly valves make them popular. Their reduced level of wear allows the useful life of the valve to be longer. This reduces direct operating costs and cuts the hours of time required for valve maintenance. Butterfly valves can be used across a wide range of applications. They perform well in large volume water applications and slurry applications. The following are some typical applications of Butterfly valves: An example: Butterfly Valve vs Gate Valve Here are some of the reasons why it might be preferable to install Butterfly over Gate valves into an application: Butterfly valves are easier to handle and install into an application due to their light weight and reduced space requirements. Butterfly valves have significantly smaller face-to-face dimensions than gate valves, making them an ideal valve for small spaces. Butterfly valves are easier to operate and reduce in faster opening and shut-off - only a quarter turn is needed to fully open and close the valve. Butterfly valves have much shorter shafts than gate valves, meaning there are less problems with access. Butterfly valves are generally cheaper due to less expensive requirements and less weight.

2. What does no compression in your engine mean?

Low or no compression either means the rings lost their tension, valves are burnt or the timing belt/chain broke so the valves are not working.. all expensive..

3. To add shut off valves for a kitchen sink, I used flare fittings on RIGID copper tubing, was that allowed?

wow dude you are screwed,.... when the plumbing police see this you are going away for awhile. lol. fool.

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Benefits include lower energy usage, typically less than one-third that of a conventional axial-piston pump, quicker response times, and elimination of high-frequency noise. When applied to an excavator, for example, the technology has demonstrated fuel savings of up to 20%, as well as an increase in productivity of nearly 30%. The Digital Displacement Pump (DDP) is a radial-piston pump with cylinders stroked by a cam ring. Each cylinder can be turned on and off individually, and each has its own control system: solenoid-operated poppet valve, a check valve, and a piston position sensor. When configured as a Digital Displacement Pump Motor (DDPM), each piston has two solenoids, and the unit can be used as a pump or a motor. These solenoids can be activated or deactivated in as little as 30 msec to limit oil flow through each cylinder as the load requires. In essence, it is a multi-step transmission with each step capable of varying its output flow. The decision to activate or deactivate a given cylinder is made continually with each shaft revolution to meet the pressure demand set in the pump controller. The number, orientation, and size of the pistons in use can vary widely. A common configuration uses 12 cylinders arranged in three groups of four, although the manufacturer has built a unit with 68 pistons for a wind turbine application. This graph compares efficiency of the Digital Displacement Pump with a variable-displacement axial-piston pump at two different speeds. The DDP and DDPM are designed to be computer-controlled. To take full advantage of the technology, it is critical to adjust the timing of the solenoids based on signals from the piston position sensors and feedback from the work site. With the shaft rotating, if the load does not require flow, all cylinders are isolated from any line pressure and incur minimal losses. From the idle state, full flow can be achieved within 30 msec, independent of working pressure. In addition, a DDP can be powered with an induction motor and a soft starter, reducing initial cost when compared to using a variable-speed motor used with an axial-piston pump. The simplified circuit diagrams of a six-piston pump show how the technology works. As the cam rotates, the pistons are alternately drawn in and pushed out. A check valve separates the high- and low-pressure areas of the pump, and a solenoid valve opens and closes the path from the low-pressure area. This allows for treating each pump cylinder as an individual source. When no solenoid valves are energized, the low-pressure source remains available to the piston during the complete revolution of the cam. The piston simply cycles fluid out and back in to the low-pressure core. Because it is effectively taken out of the circuit, it requires very little energy. In the event of electrical power failure, the DDP fails to a no-flow, low-pressure condition. When a solenoid valve is energized, the piston draws from the low-pressure core and then exhausts into the high-pressure core. As an example of how the technology works, if each of the six pistons has a displacement of 0.61 in3 (10 cm3), total displacement would be 3.7 in3 (60 cc). At 1,800 rpm, the flow potential would be 28.5 gpm (108 lpm). As each piston is put in service when its control solenoid is energized, the potential flow is increased by 4.8 gpm (18 lpm). If part of a work cycle requires only 14.3 gpm (54 lpm), only three of the solenoids can be energized strategically to produce the required output. Simplified diagram of a six-piston Digital Displacement Pump with solenoids energized in full-flow condition. Energizing the solenoids also can be timed differently so that only a portion of the piston displacement is sent to the high-pressure core. Using the same six-piston pump example, if the flow demand is 16.6 gpm (63 lpm), the displacement of 3 pistons would be required. This could be accomplished by energizing three solenoids to put three pistons in service and one solenoid to close the path to the low-pressure side as the piston reached half stroke. This would cause half of the piston's displacement to enter the pressure stream. Another approach would be to provide an average flow per minute by energizing all the solenoids for 1,044 revolutions and then leaving them de-energized for 756 revolutions. If these approaches cause unwanted power ripples, the same flow could be achieved by timing each of the six solenoids to cause the pistons to displace only 5.8 cc per cycle by turning them on at 58% of the stroke. The DDP can mimic an infinitely variable displacement pump closely without maintaining a constant core pressure. The individual pistons can be at inlet pressure regardless of the pressure at the outlet of the pump. 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Diesel also has denser and less explosive' properties, making it more suitable for heating applications, as well as for fuelling the internal combustion engines of vehicles. The fuels in the Diesel range are known as middle distillates, whereas Petrol, is known as coming from the Petroleum spirit range. Each fuel requires a different combustion process in order for the fuel to burn and the engine to operate. They are similar but there are key differences to note. The most obvious difference is that for the pistons to be powered in an engine, they depend upon different ignition systems. The petrol engine needs a spark to ignite the vapour and air mixture produced by the carburettor when it is compressed in the combustion chamber. A series of four piston strokes completes the cycle. Initially, the vaporised fuel and air is drawn into the combustion chamber via an open intake valve; the piston then compresses the mixture as it moves up the chamber and at the correct moment a plug produces a high voltage spark that explodes the gas and forces the piston back down. As the piston moves back up the chamber the intake valve is shut and an exhaust valve opened by way of a connecting cam-shaft operating the valves timing and allowing the spent gasses to be expelled. Finally, the exhaust valve shuts and the intake valve opens again allowing the fuel mixture back into the chamber as the piston moves downward, completing the cycle. There are normally four pistons fitted on a crankshaft so that they complement each other in performing and continuing each of the four functions. The vertical motion of the pistons translate mechanically through a connecting crank and drive shaft to the wheels, propelling the vehicle forwards or backwards depending on gear selection. The diesel engine generally has a similar four stroke/four piston configuration as the petrol engine, except it does not have a sparking ignition system in order to motivate the pistons, but instead relies initially on an electrically heated glow-plug to ignite the fuel injected into the combustion chamber when the engine is cold and first being started. Similarly to the petrol engine, valves connected to a cam-shaft operate in synchronisation with the pistons' four stroke timing. Diesel engines are usually considered more efficient on fuel economy than petrol engines, and more robust. They are more difficult to stall as they operate at lower rpm (the revolutions of the shaft per minute) and have higher torque making them good at towing and suitable as work vehicles, such as tractors. Torque is a little like the mechanical advantage you exert through leverage, however, this does not ordinarily translate into speed. 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