PSA and Diesel... this must be heaven for you...Originally Posted by henk4
PSA and Diesel... this must be heaven for you...Originally Posted by henk4
Lack of charisma can be fatal.
Visca Catalunya!
not only for me...Originally Posted by Ferrer
"I find the whole business of religion profoundly interesting, but it does mystify me that otherwise intelligent people take it seriously." Douglas Adams
psa fanboy (haha. kidding. please dont ban me)Originally Posted by Ferrer
in all seriousness i applied to work for for PSA and they didnt like me because i couldnt speak french. I also applied to delphi and Ford in that respect but they didn't like my degree sylabus
autozine.org
So no comments what-so-ever about my two variable compression ideas?
So everyone thinks they are perfect?
I guess I will have to keep thinking about both. That and the idea of combining both to half the travel distance of each solution.
So Jediali: When are you going to post some pic/sketches of your valve control design? I need something to help me picture it. Will it be able to control the lift enough to throttle the engine?
Right I agree that dimensions like bore/stroke, total displacement and the like are to be decided later but that shouldn't stop us from thinking about the systems that are going to be a part of the engine. We know that the engine will be biggish and that it will be a V or W configuration.
Hey Lets talk configuration for a minute:
I for one am hooked on W12 configuration. Using two banks of cylinders arranged like a VR6 it wouldn't be much longer than an inline 4 (shorter than an inline 5) but it would be taller and sowhat wider than a V12. Mass is more centralised in a W12. My ideas for VC work on either configuration.
Jediali: Do you think your valve control could be made to work like the DOHC system currently employed in VR engines? i.e can you get the cams to control a set of valves underneth themselves and off to the side?
I vote W configuration (whether it be a W8, W12, or W16)
Power, whether measured as HP, PS, or KW is what accelerates cars and gets it up to top speed. Power also determines how far you take a wall when you hit it
Engine torque is an illusion.
why do I see no W-configuration in any racing engine?Originally Posted by hightower99
Do you take it for granted that the engine should run on gasoline?
"I find the whole business of religion profoundly interesting, but it does mystify me that otherwise intelligent people take it seriously." Douglas Adams
Look at what the W engines are in: the fastest supercars and some of the most powerfull luxury cars. I would think that you don't see them in racing because cooling can be a problem as well as the fact that they have to have thin connecting rods. The main advantages of the W configuration is almost a moot point for racing.Originally Posted by henk4
But when you want to stuff more engine into a GT that might end up being Mid-engined then you need to make the thing more compact.
We haven't taken it for granted to run on gasoline. We have decided that we are going to design a gas burning engine with some exciting technology that will increase efficiency and produce a better power curve. So far we are thinking of running it as a DICI engine. We are also going to incorperate learn-burn technology into it.
Power, whether measured as HP, PS, or KW is what accelerates cars and gets it up to top speed. Power also determines how far you take a wall when you hit it
Engine torque is an illusion.
Aren't W engines only used by VAG?
Lack of charisma can be fatal.
Visca Catalunya!
I am pretty sure they still hold the rights on VR and W style engines that are based on VR design.
I didn't know that they got anywhere near 50/50 distribution with the big engine hanging off the back and not much up front...?Originally Posted by Matra et Alpine
But I think it would be a really ugly mishap if someone put suicide back doors on it.
Still a good car to take after what with the world record making low drag (0.28 right?) but methinks we are aiming for something abit more powerfull, abit more exotic.
Also: I think we should decide if we are going for FI or NA...
I vote for FI because turboes will increase efficiency and I have always wanted to design a pulse intake for a FI engine.
Last edited by McReis; 02-09-2007 at 09:39 AM.
Power, whether measured as HP, PS, or KW is what accelerates cars and gets it up to top speed. Power also determines how far you take a wall when you hit it
Engine torque is an illusion.
they go back to history and study some of the engine designs made by the Lancia factory and you will see that a copyright is hardly applicable...Originally Posted by hightower99
"I find the whole business of religion profoundly interesting, but it does mystify me that otherwise intelligent people take it seriously." Douglas Adams
well that is interesting info...
Power, whether measured as HP, PS, or KW is what accelerates cars and gets it up to top speed. Power also determines how far you take a wall when you hit it
Engine torque is an illusion.
In my opinion it has to be naturally aspirated all the way.Originally Posted by hightower99
the sound, the delivery, no turbo/super charger can match it
FI = sledgehammer
NA = scalpel
How can men use sex to get what they want?
Sex is what they want. - Frasier
FI would allow us to have a much smaller engine in terms of displacement, which would make it more compact.Originally Posted by derekthetree
Lack of charisma can be fatal.
Visca Catalunya!
let's use the Radical V8 then, 2.6 litres...Originally Posted by Ferrer
"I find the whole business of religion profoundly interesting, but it does mystify me that otherwise intelligent people take it seriously." Douglas Adams
Its good you can see the flaws in these suggestions and i think they are just too complicated. Great imagination though. helps me think too. For #1 you never considered the effect on the timing chain/belt. No 2 seems a little comlicated but will help you understrand how my valve lift idea works. The small spring (blue one) is in a sealed oil/air filled resevoir and as a diaphram (serving all intake or exhaust valves) connected to this resevoir by a pipe is moved back or forth the oil volume inside the resevoir changes meaning the cam lobes either compress the free air in the resevoir and then cause valve lift (low lift ) or move the valve as if the blue spring didn't exist (full lift). The red parts follow the cam lobes. Of course there are 1 or 2 minor flaws. This engine model is 3 years old and i know the details are innacurate but this is an old picture, only showing ideas not final models by any means. Over and outOriginally Posted by hightower99
autozine.org
Originally Posted by jediali
VC idea 1: I am not sure what you mean I have considered what happens when the cam gears are further away or closer to the crankshaft. The main problem is how to maintain a set distance in three locations, from crank to first cam gear, between the two cam gears, and lastly between the last cam gear and the crank. As long as the length of chain is maintained in those areas then the timing isn't affected at all by being closer or farther from the crankshaft. I made a mistake I meant to say that two tension gears are needed per pair of cam gears. Basically extra slack is run between the crank and the first and last cam gear. When the system is set for high compression (i.e. the cam gears are close to the crank) then the tension gear have to take up all the slack. As the head moves up and the cam gears travel further from the crank then the tension gears take up less slack and the timing is unchanged.
VC idea 2: Yes it sounds complicated but I have already simplified the total system somewhat. I plan on the top faces of the pistons being the cup that fits over the piston body which is directly connected to the connecting rod conventionaly. I have tried to minimise the volume of oil needed to move the piston face without reducing the working surface area too much. I have also been thinking of combining both systems because this will allow me to half the distance traveled by both systems and therefore make the total solution more realiable, efficient, safer, and possibly lighter. I am looking at an operating range stretching from 16:1 down to 9:1 compression ratio.
Jediali: I do like your system. I hope that as you refine it you strive to make it as light as possible (judging from the pictures they look really heavy) Also wouldn't it be great if we could control intake and exhaust lift seperatly? and what about being able to control the lift of each intake valve in relation to each other (i.e. in one cylinder one of the two intake valves opens with medium lift but the other only lifts abit), this would help achieve the swirl we will need to get good combustion with lean fueling. I hope that you can get a good operating range (I was thinking from 0mm to something like 10-12mm). I can't wait to see what you get once you have refined it. I think you might want to consider where the air is going to go if you try filling the whole thing with oil to get max lift.
Power, whether measured as HP, PS, or KW is what accelerates cars and gets it up to top speed. Power also determines how far you take a wall when you hit it
Engine torque is an illusion.
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