Heat managment in high stress situations
08-06-2002, 02:39 AM
#1
Registered User
Thread Starter
Join Date: Jul 2002
Posts: 93
Likes: 0
Received 0 Likes
on
0 Posts
Heat managment in high stress situations
A couple of guys were discussing the advantages/disadvantages of high-revving low torque engines compared to lower revving high torque engines.
One new point that was interesting was someone sayint that high revving engines like the S2000 engine (and other stock Honda engines) are unable to sustain high revving for many laps on a track. Have any of you experienced overheating in abusive tracking situations for long periods? Where does the heat build up and what are the solutions?
It was proposed that a lower revving, more torquey engine, coupled with taller gearing would be able to match the performance and not overheat.
Thanks for any insight
One new point that was interesting was someone sayint that high revving engines like the S2000 engine (and other stock Honda engines) are unable to sustain high revving for many laps on a track. Have any of you experienced overheating in abusive tracking situations for long periods? Where does the heat build up and what are the solutions?
It was proposed that a lower revving, more torquey engine, coupled with taller gearing would be able to match the performance and not overheat.
Thanks for any insight
08-06-2002, 07:33 AM
#5
Registered User
Thread Starter
Join Date: Jul 2002
Posts: 93
Likes: 0
Received 0 Likes
on
0 Posts
Thanks for the replies guys, though jguerdat's reply was a bit sarcastic I think.
Isn't it resonable to assume that a higher revving engine has more heat to dissipate though?
From the replies so far it appears that the S2000s do not have this problem. The local Civic guys say they have experienced some overheating doing 8-10 laps of the Sepang F1 track up in Malaysia.
Led me to wonder which other stock Honda model experiences this.
Thanks
Isn't it resonable to assume that a higher revving engine has more heat to dissipate though?
From the replies so far it appears that the S2000s do not have this problem. The local Civic guys say they have experienced some overheating doing 8-10 laps of the Sepang F1 track up in Malaysia.
Led me to wonder which other stock Honda model experiences this.
Thanks
08-06-2002, 07:57 AM
#6
Join Date: Jan 2001
Location: Bowie
Posts: 3,004
Likes: 0
Received 0 Likes
on
0 Posts
No, you can't make that association. Heat is a direct result of horsepower and the mechanical efficiency of the engine.
Overheating is the result of a cooling system not designed to efficiently remove the heat generated. Many stock cooling systems were not designed to handle racing situations
Problems with high revs are usually the result of engine components not built to handle the high forces involved from the high rpm. Many stock engines were not made to handle racing situations.
A year or two ago Sport Compact Car ran an article about adding power. After reading it, I realized how much the F20C was designed for sustained high rev situations.
Overheating is the result of a cooling system not designed to efficiently remove the heat generated. Many stock cooling systems were not designed to handle racing situations
Problems with high revs are usually the result of engine components not built to handle the high forces involved from the high rpm. Many stock engines were not made to handle racing situations.
A year or two ago Sport Compact Car ran an article about adding power. After reading it, I realized how much the F20C was designed for sustained high rev situations.
Trending Topics
08-06-2002, 05:18 PM
#9
If the question you're asking is whether friction losses are nonlinear versus rpm, then the answer is yes, they are, and it's true that for a given amount of power, a motor turning at higher rpms will create more parasitic heat than one turning fewer rpms. So, ALL ELSE EQUAL, the higher-revving engine is under more stress.
But of course, all else is never equal! Overall engine reliability is a designed feature subject to tradeoffs, the same as HP, displacement, etc. You can easily find instances of big torquey V12s that are completely unreliable (*cough*Jaguars from 1970-1990*cough*), as well as high-revving 4-bangers that seem bulletproof. Good engineers know basically what rpms they will need, and then they simply create an overall design that achieves the required reliability. E.g., they might specify forged components rather than cast, or a different weight oil, or whatever. After all, in the end, both high-revving and low-revving production engines have to be warranted!
John
But of course, all else is never equal! Overall engine reliability is a designed feature subject to tradeoffs, the same as HP, displacement, etc. You can easily find instances of big torquey V12s that are completely unreliable (*cough*Jaguars from 1970-1990*cough*), as well as high-revving 4-bangers that seem bulletproof. Good engineers know basically what rpms they will need, and then they simply create an overall design that achieves the required reliability. E.g., they might specify forged components rather than cast, or a different weight oil, or whatever. After all, in the end, both high-revving and low-revving production engines have to be warranted!
John
08-06-2002, 05:30 PM
#10
Registered User
Join Date: Nov 2001
Location: Hollywood
Posts: 1,557
Likes: 0
Received 0 Likes
on
0 Posts
what's the mystery. more rpm's equals more hp. if u want lots of power from an engine, but need it to be small and light, u build it to rev high. if u the want it to last, u design, engineer and manufacture it properly....and thats what you get.