Sometimes I really hate how serious this "sport" has become.:aiwebs_027: Remember when it was just a bunch of guys beatin' the crap out of there pickup just to see how far they could drag crap across the field all in the name of fun?oke:
with a very large port volume, would the engine be under vacuum momentarily, in low/off idle rpms? Since their is less restriction at the heads, air would take longer to pressurize equaling less air being forced into the motor. Yes larger port volume will flow more air, but where does the line get drawn between velocity and pressure vs. volume and flow?
@ idle a diesel makes a tremendous amount of vaccumb, due to the internal design and high sealing qualities.
ever put your hand/paper/book close to the engine air inlet @ idle??--not smart
The head flow is great and all , but one must understand that the head flow is STILL limited to camshaft design and specs, and after this the valve size and bore/ stroke config plays there parts after this.
In a running engine,
Head flow is limited to camshaft design,
camshaft design is limited to valve size
Valve size is limited to bore
Among many other areas in the air path this should get the wheels turning.
Diesel engine building, is NOT a one step process, there are many systems, and components that need to be adressed for optimal effiecency.
@ idle a diesel makes a tremendous amount of vaccumb, due to the internal design and high sealing qualities.
ever put your hand/paper/book close to the engine air inlet @ idle??--not smart
@ idle a diesel makes a tremendous amount of vaccumb, due to the internal design and high sealing qualities.
ever put your hand/paper/book close to the engine air inlet @ idle??--not smart
The head flow is great and all , but one must understand that the head flow is STILL limited to camshaft design and specs, and after this the valve size and bore/ stroke config plays there parts after this.
In a running engine,
Head flow is limited to camshaft design,
camshaft design is limited to valve size
Valve size is limited to bore
Among many other areas in the air path this should get the wheels turning.
Diesel engine building, is NOT a one step process, there are many systems, and components that need to be adressed for optimal effiecency.
Do us all a favor and connect a vacuum gauge to a running turbo'd engine with all piping connected and report back to us a vacuum reading.
Even a turbo'd engine without piping, you still essentially have a NA engine, so of course it is going to pull vaccum. oke:
@ idle a diesel makes a tremendous amount of vaccumb, due to the internal design and high sealing qualities.
ever put your hand/paper/book close to the engine air inlet @ idle??--not smart
The head flow is great and all , but one must understand that the head flow is STILL limited to camshaft design and specs, and after this the valve size and bore/ stroke config plays there parts after this.
In a running engine,
Head flow is limited to camshaft design,
camshaft design is limited to valve size
Valve size is limited to bore
Among many other areas in the air path this should get the wheels turning.
Diesel engine building, is NOT a one step process, there are many systems, and components that need to be adressed for optimal effiecency.
there is measurable vaccumb @ the turbo inlet FYI. No need to take everything apart to check vaccumb, sorry if i sounded like that was the case.
there is measurable vaccumb @ the turbo inlet FYI. No need to take everything apart to check vaccumb, sorry if i sounded like that was the case.
a high volatility fuel would be much more effective.
There are generally two accepted methods from what I have seen, no one can conclusively say one is better than the other; wide vs narrow cone angle. The wide angle produces a bit more hp, yet the narrow angle produces a bit more torque.
Overall I see a greater movement toward wide shallow piston bowls, flatter cone angles while attempting to retain as much fuel in the bowl as possible and keep liquid fuel off the top ring. A wider angle allows the fuel to mix more quickly with oxygen, and aids in efficiency at high RPM, but to decrease burn time enough to really alter much, a high volatility fuel would be much more effective.
Rule restrictions keep a pretty tight grip on what is allowed in the pulling world, as they should. If any market will find or be able to use less timing with a different fuel I believe it will be seen in the drag racing side of things. But again the results and requirements are the same as the first paragraph, horsepower vs torque.