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The general structural scheme of the engine, as well as its cardinality, and economic performance is largely dependent on the adopted system of the distribution mechanism. Filling the cylinder radically affect PA performance and determined by the size and location of valves, as well as the configuration of the inlet channels in the cylinder head. Inlet fuel-air mixture and exhaust of four-stroke engines is always done through the top of the cylinder and, hence, the construction of the distribution of closely related with the shape of the compression chamber, the quantity of heat loss and the nature of the process of combustion. Thus, the question of choosing the type of distribution mechanism covering almost all of the factors that are essential for obtaining high power. Therefore, it is in the timing of racing engines are features rarely found in conventional standard design.

General scheme of distribution mechanisms To find out what type of distribution is best suited for a racing engine, consider FIG. 21, which depicts the five main schemes of arrangement of valves and camshafts and various types of combustion chambers. Almost all motorcycle racing motor vehicle and purpose built for one of these schemes. Scheme and the engine with the side one-way valve, controlled by one or two overhead camshafts, located in the junction box at the side of the crankcase. The combustion chamber has an elongated shape, asymmetrical in plan and section view. Relatively large surface area of the combustion chamber increases heat loss. Displacement of the combustion chamber from the cylinder axis due to side-valve, creates a long path propagation of a flame from a candle and makes it impossible to work with high valve box slightly smaller in volume. Such a device distribution used before World War I on high-speed racing motorcycles and in particular on the bike, to establish absolute speed record in 1911 (Indian).
 
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