"Can you tell us what tapers are "typical" for our brass sleeved engines?" There is no "typical" taper amount that is used for a brass or aluminum cylinder engine. "The best cylinder taper amount in any particular engine, brass or aluminum cylinder, can only be determined by being able to accurately test". In "general", a larger bore, shorter stroke engine, can stand more cylinder taper than a smaller bore, longer stroke engine. The accurate measurement of what ever taper amount is being used becomes critical in this process. We have found that different alloy materials, DO NOT change the correct taper amount, but they will change the cold fit of the engine.
There is another very important factor to be considered. "Keeping the cylinder, regardless of material, as round as possible at the engines operating temperature". The piston's wear band & the cylinders wear pattern will tell you if the cylinder & piston are remaining round at the engine's operating temperature. Notice how the cylinders lip is designed on the Nelson pylon racing engines & my engines. That lip is .100" thick on the .45 size engines & it is .200" thick on the .90 size engines; it is clamped between the engine's head & the crankcase. It is as large as the OD of the crankcase. Imagine the rigidity in keeping the bore round & the heat transfer that takes place in this most critical area of any high performance engine with this simple modification!
Note: There is much more on the types of chemicals & procedures used to successfully chrome brass or aluminum. Many engine manufactures have given up on chroming aluminum because of the difficulties encountered (blistering, pitting, pealing off & insufficient hardness).
Edited by Jim Allen, 01 April 2017 - 10:21 AM.