. DESIGN OF I
FLEXIBLE TEST ENGINE

110
690
HTHS

 

3

THESlS FOR THE DEGREE OF M, E.

ELWOOD K. HARRIS

194-6

 

   

 

DESIGN OF FIFIEBLE 'IEST EMINE

By
Elwood K. Harris
5...,

A 'IEESIS
Submitted to the School of Graduate Studies of Michigan
State College of Agriculture and Applied Science
in partial fulfillment of the requirements
for the degree of

MECHANICAL EMINEER
Department of Mechanical Engineering

1916

THESIS

7/Le/qu

TALBIE

Introduction . . . . . . . .
Specifications . . . . . . .

Cylinder Bead Design

Overhead ........
EllHead ........
Breathing System -- General
Valve Operating Mechanisms .
VariableTiming. . . . .
Variable Duration . . . .

Variable Lift . . . . . .

OF CONTENTS

Cylinder Elevating Mechanism

Inertia Forces of Reciprocating Parts

PrimryInertiaForces. . . . . . . . .

Secondary Unbalanced Forces

Appendix
Indicator Card

Cylinder Head Designs

(DOWU'l-F‘H

12
l2
13
11+
1h
16
17
18

Movement, Velocity Acceleration and Inertia Force Graph for

Reciprocating Parts

Typical Balance Weight Computation -- Primary and Secondary

Graph -- Camshaft Angle Versus Drive Gear Angle

General Design Layout

INTRODUC TI ON

Instruction in the internal combusion engine field is com-
plicated by the number and idiosyncrosies of the numerous component
parts. In contrast to electrical engineering where the units follow
a given pattern accurately and can therefore be predicted by mathe-
matical expressions including the calculus, the effect of changing a
single adjustment of an engine is difficult enough to forecase accu-
rately and may be entirely different when made in conjunction with
other improvements in design. The one real way to find out whether a
unit will perform as desired or not is to try it. As a matter of
fact, the early "automotive engineers" were simply individuals who
took the time and effort to build a number of engines and automo-
biles. After severalfailures, it was quite evident that certain
features were good and others bad. Mr. Kettering's advice often is
to ask the question "What does the engine think about it?”

At times, accidents resulting in the destruction of value-
ble experimental equipment serve a useful purpose in subjecting our
formulas to the ultimte test. As an example of this, water got into
the combustion space of an experimental engine without the Operator
knowing anything about it. This particular engine had individual
cylinder heads which usually are torn loose from the cylinder block
when an incompressible fluid such as oil or water fills up the com-
bustion space. In this case, however, the crankshaft was broken into
mny pieces when the engine was turned over to start in the usual

runner, indicating to the engineer in charge that his analysis of the

crankshaft did not agree with conmlete factual data.

Granting that the experience gained by building, testing
and discarding engines has constituted the training of many engineers
in positions of importance in the industry, limitations of time and
expense rule out this elaborate method for the large numbers of
beginning engineers needed to keep increasing the comfort, economy
and safety of automobile transportation. We need a faster and
cheaper yet highly efficient system suitable for "mes production" at
least in comparison with the method outlined above.

The curriculum for such a program should include technical
engineering subjects to create a background of knowledge by which the
size and arrangement of various units may be determined; but even
more important, practical problem dealing with the actual Operation
of engines and automobiles. Technical data on a printed page is use-
ful only to the extent that it is applied in such a way as to become
an integral part of the reasoning process.

Tue types of instruction are very important in assisting
the student to create vivid sensory impressions associated with text-
book informtion:

1. Establishing engine performance under stated conditions.

on the dynammeter.

2. Studying the effect of Operating variables on engine
performance by using special test engine equipment, and
an electronic indicator.

The latter method has not been utilized sufficiently in

many programs and deserves serious consideration in course planning.

2

This enables the student to set up a development program.for changing

the performance of the engine, estimate the result on the basis of

technical information available, and then find out for himself by

personal observation Just what actually does happen.

Such instruction has been a part of the curriculum in the

design of engine and chassis units at General.Mbtors Institute for a

number of years but has been limited by the available equipment to

the following types of tests:

ment are:

Variable speed.

variable load.

variable compression ratio.
Variable spark advance.

Suggested test demonstrations possible with suitable equip-

Effect of spark plug location and multiple plugs firing
simultaneously on rate of pressure rise.

Effect of valve timing and duration upon the power peak
speed.

Investigation of possible air/fuel ratios especially with
lean mixtures.

Performance possible with new "super fuels."

Possible saving in fuel consumption by varying valve timing
with load.

The purpose of this paper is to set forth the specifications

and design suggestions for a single-cylinder test engine with which

this instruction.may be accomplished.

3

SPECIFICATIONS

Specifications for possible changes in the engine Operation
to be nade while it is running.

Compression ratio from 3%- to 15 to 1.

At least 2 indicator holes (18 mm.) and spark plug hole.

Opening for h or more spark plugs and 2 indicators.

Variable valve lift.

Variable duration of valve Opening in camshaft degrees.

Variable timing for inlet and exhaust valves.

Adjust either valve by itself.

Because of the vibration inherent in a single- cylinder

engine, balancing of reciprocating forces is recommended.

CYIIMJER HEAD IESIGN

Overhead
High compression work is almost necessarily done on a valve-
in-head type of cylinder arrangement since the valve space in an all
head limits its minim ratio to about 10. Most laboratory engines
of this type have a flat, cylindrical space as shown in Fig. 1.
Spark Plug Positions Even with a central spark plug

location the area to volume rela-

tionship is higher than normal, and

 

when using the side plug location

 

I I - (which is often done) the flame
pattern is distorted so as to be
Fig“ 1 virtually useless for investigating

the performance of conventional engines.

FollOwing this line of reasoning, the first trial is illus-
trated in Fig. 2. The domed head permits. a normal flame prOpagation
with centrally located spark plug. Four other Openings are provided -
exhaust valve, inlet valve and two 18 m. indicator holes. Because

of the space occupied by the spark
Spark Plug

plug, the valves were small by com-

parison with similar engines but

since the naximum ratio was 12 to 1,

this design was discarded. (See

 

l 1 appendix for layout of this chamber

s s.
Fig. 2 pac )

The design finally adopted is a conmromise. The head is
slightly domed as illustrated in Fig. 3 with valves of reasonable
size. With this arrangement it is not possible to put the spark plug
in the center of the space, therefore it is located as nearly there
as possible. This gives a 15 to l maxinmm ratio easily, but there is

Spark Plug still the problem of 2 indicator
\ Openings. The solution arrived at

is illustrated in the appendix and

 

consists of a small connecting
passage from the combustion chamber
313' 3 to the two 18 mm. Openings.

This chamber permits reasonable flame propagation patterns
with varying ratios and is superior to any now in use. The maximum
value (15 to l) is Just barely sufficient to test the latest fuels
under best conditions. Pure triptane has a critical compression
ratio of 15 to l, but to test this fuel with added tetra ethyl lead,
it is necessary to supercharge the cylinder.

11.1. Essa

While limited insofar as maximum compression ratio is con-
cerned, this arrangement lends itself very easily to investigation in
the area of flame prepagation. The preposed design allows for four
10 mm. spark plug Openings and two 18 m. indicator Openings. Maxi-
mum ratio from the preliminary layout was 10 to l, but an increase in
the height of the valve chamber is suggested so that the cylinder
will breathe better with maximum ratio about 9 to 1. (See the general
design layout for further information.)

6

These two designs will satisfy all of the requirements and
are easily interchanged. The valve mechanism is designed purposely
to allow a smll variation in assembled dimensions by using the

hydraulic valve lash adjuster.

3mm SYSTEM -- GENERAL

The breathing system of an internal combustiOn engine is
vital in assuring good power output and econonw as installed. The
usual development program in this area is to make several experi-
mntal camshafts and try each under varying conditions until the best
apparent combination is selected. Adjustments in timing are very
coarse since the gears or chain sprockets must change to the next
tooth unless 3 special driving hub is provided with three keyways
indexed to split the tooth space into equal parts. This cut-and-try
process is exceedingly time- consuming and expensive. An experimental
camshaft, for example, costs several hundred dollars.

This means that only a few in the engineering department
even. have the Opportunity of working out a problem of this sort and
then only seldom since the expense is so great. For students in
school a series of camshafts would be expensive and their use incon-
clusive since the timing change affects both valves at the same time
and one is never _s_u_r_q whether the effect noted is due to one, the
other, or the combination. The prOposed specifications create a(2n
Opportunity of changing any part of the valve movement for either,
separately, while the engine is running, so that the actual effect
my be noted. As Mr. Kettering so often says, we _th'i_n_k that we know
why a given mechanism perform as it does, but the only way of find-
ing out for sure is to test it. As mentioned earlier, a typical
assignment would be to set specifications similar to a commercial

engine designed to Operate economically at low speeds and establish

the characteristics including power peak. Then by changing specifi-
cations to those for a high speed automotive-type engine the effect

is shown clearly. Carrying this farther, we know that the mechanism

\

High Speed Diesel
Exhaust Valve Timing

\

Fig. h

A utomotive Type Eng; 1 he“
Exhaust Valve Timing

\

F18.» " 7.)

Industrial Engine
Exhaust Valve Ti rum;

Big. 0

adOpted about fourteen years ago for

adjusting the spark advance according to

load increased the fuel ecnomy about 10%
at small initial cost. We also know
that present engines are designed to
give maximum output at high speeds with
reasonable economy at ordinary speeds.
This means that the exhaust valve Opens
considerably before bottom dead center
so that the products will have a chance
of escaping in the short time available.
The two-cycle diesel is an extreme
example of this with the exhaust valve
Opening 88° early which literally wastes
the energy still in the fuel at that
point. Four-cycle engines do not need
quite so such time, and the usual ex-
haust valve opening is 50-7o° before
bottom dead center in the high-speed
automotive type. Slower speed engines
Open their valves later and are there-
fore able to utilize more of the energy

stored up in the gases after combustion.

9

In addition to this point, while the engines are designed
to operate on full load at high speed, in an automobile the load
factor is usually one half or less which imposes a completely differ-
ent set of conditions on the engine from those on which the design
was based.

Assuming that the econonw of engine Operation in an auto-
mobile at constant speed on a level load, especially at low speeds,
would be increased by allowing the products of combustion to expand
as far as possible by Opening the exhaust valve later, the following
questions are important:

1. What increase in economy will result from the proposed

installation?

2. How much will it cost per car?

The prOposed design makes possible a laboratory demonstra-
tion of this problem to check the hypothesis and answer the first
question.

It should be noted, however, that the inlet valve Operation
must be unchanged and the exhaust valve closing remain constant. This
is done by altering the timing and the duration until the Opening and
closing events occur at the desired interval. A later valve closing
chemges the scavenging of the cylinder which may or my not affect
the engine output.

Following the same line of reasoning, the power output is
limited mostly by the inlet valve timing and duration. While we want
the breathing capacity to be minim at all times, it my be that
Optimum Operations at half speed and load actually dictate completely

10

different specifications. These we do not know at present except by

Opinion, since no one has tried it so far as the writer is aware.

VALVE OPERATIm- MECHANISMS

Production valves were selected for both arrangements for
ease of procurement, and cam.dimensions are established by the all
head design since the follower Operates directly upon the can with no
rocker arm.as is the case with the overhead design. The valve sizes
are 17/8 inlet and 1 5/8 outlet with 5/16 lift.'

This is a modification of the 3-curve cam.as usually
designed consisting of a.nose radius, with an.involute and a radial
flank:blending to the base circle. (See Fig. 7.)

This caniis characterized.by rather high initial accelera-
tion on the radial flank, decreas-
ing to zero on the involute flank
than decelerating at nearly cons

stant rate. (See Fig. 8 and the

 

Appendix for a more complete analr

ysis of inlet and exhaust cams.)

 

It is noted that there is a short

Fig". '{

ramp on this cam, much less than
is common with fixed lash adjust-
:ment. ‘When.using the hydraulic
‘lash adjusters, it isusually

recommended that the ramp be very

 

 

short or'elindnated altogether.

 

!
Variable mg —-- lift l\‘
«nu-u- VGIO'YI ty . ‘ “‘W‘
The proposed mechanism mun-Acceleration
P‘jgo C."

for altering the angular relationship betwaen crankshaft and camhaft
utilizes one of the most common gear forms. With the worm in a given
position, lengthwise, the angular velocity of the camhaft is exactly
preportional to that of the crank-
shaft. To change the angular rela-
tionship simply move the worm

lengthwise in its bearings. This
advances or retards the camhaft

 

as desired. With a h-cycle engine

 

having a ratio of crankshaft to
Fig. 9 camshaft of 2 to l and a quadruple
worn, it is necessary to turn the
worm at twice engine speed. The gears will probably be noisy but in
combination with the geared balance weights should not be objection-
able.
L_naam manor:

Any one of several quick-return mechanisms is suitable for
increasing or decreasing
the duration of valve
Opening while the engine
is running. The one
selected consists of a
driving flange and pin,
driven flange with pin

 

F 18e 10 l80°from the former, and
a link which rotates about its own axis and my be Offset from the
13

axis of driving and driven flanges. Vith the link "on center,"
motion is transmitted uniformly from driver to driven, but when off-
set up the driven member has a non-uniform motion, faster in the ‘upper
position (Opposite from that shown) and slower in the one shown.
Graphical layout and minim non-uniformity are illustrated in the
appendix.
. Variable gift

The conventional pivoted lever is used to vary the valve
lift from 25% over that of the can (to 3/8 total) and. decrease to
about 30% Of the actual mximum
lift or one eighth inch approxi-
mately. This enables the Opera-
tor to vary the breathing capac-

ity simply while the engine is

 

running by increasing or de-

1‘13. 11 creasing the valve lift.

Cylinder Elevatg Mechanism

Engines of this type usually use a worm or thread arrange-
ment for raising and lowering the cylinder with respect to the
piston; and differences are in the locking device used. A positive
look as shown in the illustration is preferred. Using four sets of
right and left hand screws, each one Opposite, and driving from a
pair of gears, worm "A" turns Opposite from worm "B" but since
threads A, B are themselves Opposite, the upper casting moves up or
down with respect to the lower. By turning A alone, the two screws

11+

are Opposed and the set locks in.a given position.

 

Fig. 12

15

INERTIA FORCES OF IECIPROCATING PARTS

Movement of the piston by a crankshaft and connecting rod

SsL+R-lcosO-Rcos6 (l)

L2 a: 32 31112 9 + L2 0032

 

Lcos o .- IL2 - stinze

substituting back into equation (1)
S-R-RcosG-rLu- y’l-Resinze)
. R 1

I.
or approximtely S a R (l - cos 9) + _13_ (l - cos 2 6) (1a)
hL
Velocitysdq.gp-Rw(sin9+§sin2e) (2)
dt (19 L
Acceleration - Q . Q - Rw2 (cos 9 + 3 cos 2 9) (3)
6.9 (11'. L
Inertia Force a E Rw2 (cos 6 + 3 cos 2 6) (h)
g L

- .oooo 281+N2w12 (cos 9 +3 cos 2 e)
L

See - I'N‘ERNAL COMBUSTION ENGINES by Lichty, page hal.
16

PRIMARY INERI‘IA FORCES

The _13 ratio for this engine is g._2_§ = .2045. Working the
problem in poulll‘d units at 2500 rpm the prigi-ry inertia force is
F s .000028h NZWR cos 9 with maxinmm value at 0°.
Maxims value F - .00002& x 25002 x 3.75 x 2. 25 - 1500 lbs.
Equal and Opposite forces are introduced by attaching
reciprocating weights to the crankth by means of short connecting
rods and. an eccentric, or pairs of counter-

| I rotating unbalanced weights which create a

simple harmonic force in a vertical direction

 

equal and Opposite to the disturbing force.
Horizontal forces are equal and
oppOsite therefore cancel each other.
Since the primary is by definition
the component part of the total piston motion

which is a simple harmnic motion at crank-

 

shaft speed, the force exerted by the two
weights will always be equal to the disturbing primry and Opposite
in direction. These weights nmst be located inmediately beneath the
piston or, using two sets or two gears each, so that the resultant
force will be. (See appendix for further analysis and sample com-

putation of weights. )

17

SECONDARY UNBAIANCED FORCES

From inertia force equation (it) the expression for secondary
inertia force is

F I £00028th 1: R (3 cos 2 6)

In this instance the JsZ'econdary force amounts to

F - .000028h x 25002 x 3.75 r 2.25 x .2015 cos 2 9 with a
mzinnlm value when 9 - O or 180 F00 - 306#.

These forces are Opposed by two sets Of counter-rotating
weights driven at twice crankshaft speed and disposed so that their

resultant force is equal in amount to the disturbing secondary but

OPPOSite in direction. fl

 

 
   

, \ ‘
v ' Us?

Figs 1%
Diagram for prinnry and secondary balance weights.
18

APPENDIX

8. a in2

 

 

 

 

Clearance Clearance less
0. Ratig_i ggfii. @13%:Dia. 252;...
15 2.66 .321 0
1% 2.87 .3h6 .025
13 3.11 .775 .05h
12 3.39 .h09 .088
11 3.73 .h50 . 129
10 h.15 .5 .179
9 h.67 .55h .233
8 5.33 .6h1 .320
7 6.22 .75 .h29
6 7.h6 .9 I .579
5 9. 33 1.125 .801:
1+ 12.h2 1.5 l- 179
3.1; 1h.9 1.8 1.1+79

 

Clearance = 1.83 (irregular volume)
.0858 (1% dia. hole)
.02h (clearance in individual holes)
1. 05

for 15/1 clearance - 2.66 in3 (31:3)
1

subtract 1.9M leaving .72 in3

@ 3. 3l25 dia. .72 in3 corresponds with

élg area - .081;

 

 

S:R(l- cose+ .5Ksin2e) Ko_2_._25: .201+5 _I_.=li.89
11 :K
vi(in.)'§;;%§§§_( )1‘33 x 12 'vx/73 750]( )l'38 570/( )1'28
o .6h286 8 15.9 191 1 1 570
2 .6hh51 7.97 15.8 189.8 1.0025 1.003 569
h .6h9h6 7.91 15.6 187.2 1.010h 1.013u 563
6 .65766 7.81 15.h5 185.5 1.022 1.0283 555
8 .66926 7.69 15.1 181.2 1.0h 1.0515 5A2
10 .68396 7.51 1h.6 175.2 1.06h 1.0826 526
12% .70696 7.26 1A 168 1.1 1.1282 506
15 .73h86 7 13.3 159.8 1.1u3 1.1867 #81
17% .76786 6.69 12.5 150 1.r95 1.25h A55
20 .80566 6.36 11.7 1h0.5 1.257 1.3h A25
25 .89h36 5.75 10.25 123 1.39 1.525 37k
30 1.00186 5.1h 8.82 106 1.56 1.766 323
35 1.12586 n.56 7.77 93.h 1.752 2.05 278
to 1.26h86 n.06 6.h5 77.u 1.97 2.382 239
#5 1.h1786 3.63 5.55 66.5 2.2 2.75 207
50 1.58186 3.2h n.78 57.u 2.h6 3.16 180.3
60 1.9h286 2.6h 3.635 h3.6 3.02u n.13 138
70 2.32286 2.21 2.87 3u.u 3.62 5.2 110
80 2.72h86 1.881 2.32 27.8 h.25 6.39 89.h
90 3.12h80 1.6a 1.93 23.2 n.865 7.6 75
100 3.50886 1.h65 1.663 19.9 5.h6 8.8 6h.8
120 9.18686 1.228 1.31h 15.8 6.5 11 51.8

1&0 h.70286 1.09 1.123 13.5 7.31 12.8 uh.6

 

 

5.1h286
VrLinJ Vx < 9'33 x12 Vx/le750/( )1°38570/( )1-28

160 n.9h286 1.0% 1.0535 12.7 7.68 13.6 ha
180 5.1h286 1 1 12 8 1h.3 ho

 

Assuming ratio of 8/1 decreases, inches : it. : .6h285

7
Assume PI. .3. 12 psi abs.
n n ' n n n
Plvl : E Vx PX : P1(_V_l) P3V3 : vax
V3 7
Use n : 1.33 compression Px -.- P3(Zl)n
v3

1. 29 expansion

2500 rpm 208.73 x 2.500 x 2.25 : l+9.1

 

 

s R(l - cos 9 + .5K sin 2 e)_ K g._g5 .2015 p
11 K:
1 cos 9 Sin 9 Sin 2 e i _1Lg 8 Factor 33331:?

0 0 0 0 o 0 0

2 .00061 .03h9 .00122 .00012h8 .000735 .00165

h .002hh .06976 .00h86 .000h97 .002937 .0066

6 .005h8 .10h53 .0109 .001115 .006595 .01h8

8 .00973 .13917 .019h .001985 .011715 .026h
10 .01519 .17365 .0301 .00308 .01827 .oull
12% .02370 .216hh .0h69 .00h8 .0285 .06h1
15 .03h07 .25882 .067 .00685 .ou092 .092
17% .0h628 .30071 .0902 .00923 .05551 .125

20 .06031 .3h202 .117 .01197 .27228 .' .1628
25 .09369 .h2262 .178 .0182 .11189 .2515
30 .1339? .5 .25 .0256 .15957 .359

35 .18085 .57358 .328 .0335 .21h35 .h83

ho .23396 .68229 .h13 .0h22 .27616 .622
h5 ~29289 .70711 .5 ~0511 .34399 .775

50 .35721 .7660h .589 .0602 .h17hl .939

60 .5 .86603 .75 0766 .5766 1.3

70 .65798 .93969 .88 .090 .7h798 1.68

80 .82635 .98h81 .969 .099 .92535 2.082
90 1 1 1 .1022 1.1022 2.h82
100 1.17365 ..98h81 .969 .099 1.27268 2.866
120 1.5 .86603 .75 0766 1.5766 3.5hh

 

h.89

 

loose Sine Sin26

1&0 1.7660h .611279 .h13
160 1.93969 .3h202 .117

180 2 O O

I 1: S Factor E Factor
I: I @156
.01122 1. 808211 1+ .06

.01197 1.95166 h.3
0 2 11.5

 

Assuming ratio of 8/1 decreases,

Assume PL 3 12 psi abs.
Plvlne vaxn Px = 131$.)m

x
Use 11 a 1.33 compression

1. 29 Expansion

inches" 1.35 : .6u285
7

n
P3V3 " vaxn

n
Px ' P3 * (1;)
Y3

 

 

 

 

 

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,Acceleration = .00091h N2R(cos e + chos 2 e) = 12,850 (

Inertia Force a .000028h NEWR(cos e i K cos 2 e) : 1500 (

 

COG-I’M

10

15

25
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. 192 . 981+81 1. 1768 15, 100 1759
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.1771 .96593 1.1138 1h,7oo 1711
.1671 .95372 1.1208 1h,h00 1679
.1569 .93969 1.09659 1h,100 16h1
.1313 .90631 1.03761 13,300 1550
.1022 .86603 .96823 12,h20 1h50
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0 .70711 .70711 9,090 1058
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-.1022 .5 .3928 5,110 595
-.157 .3h202 .1850 2,376 276
-.192 .17365 -.018 -231 26.9
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172 .96126 .1968 -.99027 -.793h7 10,195 1185

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178 .99756 . 20h - -99939 -.79539 10,220 1191

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BALANCING WEIGHTS FOR SECONDARY INEFTIA FORCES

506/2 = 155!

 

R*=10199 % R}=52I

Limitation of space available immediately beneath the piston
necessitates using two sets of 2 weights esoh.These are not equally
situated on each side of the piston center-line,lengthwise,and there-
fore will not be the same on each end.The diagram above indicates the

relative positions and amount of force necessary to oppose the inertia

force of the piston.
£7.

Ilugical Computation £93; Weights M if; Fight,

  
   

l§_Ijagram Above

 

Area Lever Arm Moment

1.12 .359 .401
a 44 . 225 , 099

0 .68 0. 502

/1 Centroidal distance .302 = .444
<3 .EE"
Weight I: Radius .194 x .444:.086

Steel Gear - 1" Thick
Weight removed .68 x 1" x .284=0.194

Centrifugal force corresponding with this weight 3: radius :

.0000284 :1 5000 x 5000 x .086=60#

swarm smears ma PRIMARY INERTIA FORCES
1500/2 = 750:

5.25" 6.576"

a Lie?! ' R L255!

Limitation of space available immediately beneath the piston
necessitates two sets of 2 weights each.'l'hese are not equally situated
on each side of the piston center-line,lengthwise,end therefore will not
be the same on each end.‘1‘he above diagram indicates relative positions I

and anmxnt necessary to oppose the inertia force of the piston.
m Conmtetigg 1395 Weights 310m At. when

Force due to weight removed
by semi-circular slot 2

Area Lever Arm Moment
6.28 .850 5.54
1,57 .425 .67
4.71 4.67

 

Centroidal distance 4.67 =0.99"
4.71
Weight renoved 4.71 x 1" x .284

: 1.34,

 

Weight 1 Radius 1.54# x .99 =l.55
For 5/4 dia. hole filled with lead

Steel Gear - 1" thick

Height x Radius .442 x .1275 x 1.5
:0.0845
Centrifugal force corresponding with this is 2
.0000284 1 2500 x 2500 x(1.55+.0845) = 250]

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