What would you like to know about engines?
Joined: Mar 2001
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From: Hertford
Originally Posted by Nick Graves' timestamp='1377709643' post='22749461
Well, it was mostly Subaru, once Toyota allowed them the IPR for D4S, so it's the only one you would be safe on. But best not go there with specific examples. Especially not Sports Hybrid 4WD Yarises, perhaps...
Honda's DI is side-ported & fires upwards, BTW.
The 500cc per pot is an interesting one; it's about the largest one can go to and rev, because of reciprocating masses. But it does lead onto the 'Ricardo Theory' (which I've found referenced nowhere), which suggested there were optimal pot sizes based on surface/area volume at stochiometric; 330cc was one, which the Daihatsu Charade used.
Honda's DI is side-ported & fires upwards, BTW.
The 500cc per pot is an interesting one; it's about the largest one can go to and rev, because of reciprocating masses. But it does lead onto the 'Ricardo Theory' (which I've found referenced nowhere), which suggested there were optimal pot sizes based on surface/area volume at stochiometric; 330cc was one, which the Daihatsu Charade used.
Ferrari engines too are frequently knackered at mileages that would make an F20c look durable.
Caddy had a 500 CI V8 (8.2 litres) but it didn't really rev.
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From: Chester
Bench Dynos vs chassis dynos is one to definately mention since a) I've spent the last 13 years involved with Bench dynos and b) when you start talking about power/torque its useful to have a rough understanding how it is being measured.
I reckon some of the coatings stuff and specific materials I wouldn't go into as a discrete chapter. Instead I reckon I'm going to do a components guide or similar and cover that way (i.e. "a K series uses plastic dowels because somebody is a muppet!" - anyone going to bite on that one
)
I reckon some of the coatings stuff and specific materials I wouldn't go into as a discrete chapter. Instead I reckon I'm going to do a components guide or similar and cover that way (i.e. "a K series uses plastic dowels because somebody is a muppet!" - anyone going to bite on that one
)
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From: Soham Cambridgeshire
I seem to remember years ago there was an engine design that sort of used a piston crown suported on a flat, non-pivoted con-rod and the crank shaft journal sort of rotated in an ovoid shape at the bottom of the conrod device
What happened to that
I can see that the accerating masses would be quite big, but the piston movement would be linear, and i seem to recal there were fewer moving parts and bearings!
What happened to that
I can see that the accerating masses would be quite big, but the piston movement would be linear, and i seem to recal there were fewer moving parts and bearings!
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From: Frustration
I seem to remember years ago there was an engine design that sort of used a piston crown suported on a flat, non-pivoted con-rod and the crank shaft journal sort of rotated in an ovoid shape at the bottom of the conrod device
What happened to that
I can see that the accerating masses would be quite big, but the piston movement would be linear, and i seem to recal there were fewer moving parts and bearings!
What happened to that
I can see that the accerating masses would be quite big, but the piston movement would be linear, and i seem to recal there were fewer moving parts and bearings!
Joined: Mar 2001
Posts: 31,181
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From: Hertford
It's conventional rotational, but without the offset conrods required to reduce bore ovality wear from the massive side loadings. And it reduces the massive over-engineering required to stop cancer engines from destroying themselves.
Cathedral engines sometimes use similar.
Cathedral engines sometimes use similar.
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From: Chester
I'm struggling to envision this engine layout from what you describe. Any pictures or videos or anything? It kind of sounds like a free piston engine. If it is I know there's some interest in using them as a hybrid generator. Basically dispose of the crankshaft and use it as an electrical generator