The crankshaft of the V12 will see both torque input and output from different cylinders but at the crank (flywheel) the V12 is putting out positive torque constantly because at least one cylinder will be in it's power stroke at any given crank angle.
Most engine compartments are relatively open from the bottom. They can be shielded by other parts but normally they are pretty open. The last thing you want is for something to hit the cylinders or cylinder heads. Also because the pistons are layed out flat the exhaust has to go underneth the bank of cylinders meaning that you can't mount it too low because then the exhaust scrapes. Also things like cambelts and other vulnerable things are brought closer to the ground where they run a higher risk of being damaged.Originally Posted by Cyco
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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Last edited by ruim20; 02-13-2007 at 06:27 PM.
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sorry if i seemed sharp..i actually admire you more because your questioning ideas. better than just not doing it cos no-one else does.
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In a mid/rear engine configuration there is LOTS of bodywork ahead of hte engine to provide protection.
You're thinking front location and even then sensible placement fo the anti-roll bar can provide protection.
No it doesn't.Also because the pistons are layed out flat the exhaust has to go underneth the bank of cylinders
The exhaust can come out the top or the sides if you are clever - esp if using rotary valves
Think you're not bothering to consider this because of lack of knowledge and understanding. THink out of the box -- a boxer NA flat 12 with top entry inlet using roof/side inlets to provide "natural" Forced Induction for higher speeds when the higher power is beneficial. ( Chapman approach - make everything do at least 2 jobs )
Exhaust could exit out the sides of the heads -- or out the top and let the inlet come in the side. or even both in and out on the top ( but has hot exhaust closer to charged inlet, so not ideal BUT, could use airflow and wrap to reduce the effect. Short stroke can keep the engine narrow to give lots of space at the sides for piping !
erm, that's what casing are forAlso things like cambelts and other vulnerable things are brought closer to the ground where they run a higher risk of being damaged.
It's a GT I thought was asked for not a rally car !!!!
If it bothers, it's easy to add a c/f or duralumin "sump guard" just liek teh WRC cars run........
Last edited by Matra et Alpine; 02-13-2007 at 05:46 PM.
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This may not be the appropriate place, but I was wondering what are the advantages of fuel injection over natural aspiration and vice versa if it applies.
Fuel injection and natural aspiration aren't related. Natural aspiration refers to engines without turbo- or superchargers. Fuel injection is the way the fuel/air mix enters the cylinders, replacing carbuerration.
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Do you mean over carby fed? Natural Aspiration is the alternative to forced induction, not fuel injection. Fuel injection though regulates the fuel alot closer and accurately, is more economical and more reliable.
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