yes your rings are worn out not "burnt"you may along side that have worn valve guides and cracked valve seals
1. Can you get a good compression reading on a given piston yet have a faulty valve corresponding that piston?
It sounds like you have ignition problems, and not valve problems. Check for spark by grounding out the body of the spark plug then crank the engine. If you have good compression that means your valves are seating good, so you should not have a problem.
2. Is it normal for a piston to move in the cylinder?
why would you remove the head if you do not know what the purpose of a piston is?
3. how do i insert piston ring into the piston, i have removed the ring in other to service the electrical genera
One of my buggest challenges involving piston and rings was to figure a way of doig it in the field when I didn;t have the proper tools. I discovered that if you take a heater hose clamp the use that and tighter around the piston after you install the ring, it will compress the ring on the piston and then you can slide it back in place
4. I have a 1994 kawasaki kx 125 and i need help it wont stop cutting out!?
It might have compressoin low. You need to check compression check. It should over 135 psi. If lower than that. You need to replace piston . maybe replace cylinder or rebore the cylinder and Install LA sleeve. Then rebore to match new piston. or rings are extremely worn out. Check it out.
5. How does the piston inside the cylinder exactly behave during an isothermal expansion?
If the gas pressure is not already accelerating the piston even before it heats, there must be some force already equalizing the gas pressure on the piston. As the gas heats and pressure increases, then it can overcome the opposing force by moving the piston until forces are equal again
6. how do i check my piston rings?
without disassembly of engin you can simply check compression of cylinders by using a guage with a mechanics compression guage at each spark plug hole 150 psi is average normal and you want to see no more than 20% difference total from highest to lowest reading cylinders
7. Engine piston Question (150cc)?
Send it back - sounds like you got the wrong kit to me
8. What causes bad piston rings?
It is unusual, but not unheard of to have bad rings this early. They could possibly have been installed incorrectly at the factory. Kia sounds a lot like Hyundai, in respect to needing all those reciepts. They also used to stick it to their customers that did not strictly adhere to their own maint. program. I would make sure they examine ALL the rings for excessive wear. If just one set is bad, I would suspect a defective part.
9. Are turboprops more efficient than piston engines (thrust per fuel consumption)?
No, piston engines are more efficient.Their output is given in kilowatts or HP because this does not change much with speed, unlike the thrust of a propeller. By running a piston engine a few times on a dynamometer stand you can get reasonable numbers which are valid over the full operating range. If you want to characterize them by their thrust, you would need to look at an engine-propeller combination at one particular speed, which is not very helpful. Now you ask for specs of contemporary engines. The funny thing is that the efficiency of aviation piston engines has not changed much over the last decades. If you assume 250 g of fuel per kWh at full power for gasoline engines, this figure holds already for good WW II-era engines like the Jumo 213 A which was run on 87 octane gasoline. The low octane number restricted compression to 6.93:1, while the higher octane number of contemporary AVGAS allows for an 8.5:1 compression ratio in engines like the Lycoming O-360, which consumes 280 g of fuel per kWh. Adding fuel injection enabled Lycoming to reduce fuel burn to 240 g per kWh in the IO-390, which was first run in 2002.Diesel engines are even more efficient; they typically consume 220 g per kWh. This low value was already possible with the venerable Jumo 205 of the 1930s which consumed only 213 g per kWh at its most efficient speed. Modern aerodiesels run at similar efficiency: The Thielert range of engines which have been taken over by Continental consume 220 g per kWh.Even the best turboprops rarely achieve less than 300 g per kWh. The most modern version of the venerable Pratt&Whitney PT6 consumes 308 g per kWh, and only very recent developments can close the gap to piston engines. The Progress D27 claims a specific fuel consumption of 231 g per kWh while the Europrop TP400 one of 237 g per kWh. Note that here the remaining thrust from the exhaust has been converted into an equivalent power rating to achieve such good values
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