splitting an engine into two separate "engines" will return greater output when dual turbochargers are present, many years ago one of our test engines was a ford 302 cubic inch 5.0 (4.9L) engine with dual t3 turbo's (two of the stock turbo's from the 4 cylinder svo mustangs were used)
the...
pre-ignition is more of a design flaw and not so much a tuning fault
the amount of heat required to split an exhaust valve is significant, it will take a significant amount of retard to do so not to mention the engine will have to maintain that load for an extended period of time, the only real...
and all those text books are wrong because you can simply reduce ignition timing to prevent knock
for example, lets say we have a 9:1 static compression ratio engine boosted making 18lbs of boost (which will return twice the horsepower the engine makes naturally aspirated), lets say this...
oops my mistake, i tend to over think everything im analytical like that at times
i couldn't even begin to help you, almost seems like it would be specific to a particular thermostat
some thermostats have different designs and flow capabilities, there are many different diameter thermostats as...
could you install two vents that are joined at a header with dual high points which would act as a stand pipe?
typical of a level bridle if your more familiar with pressure vessels
which means you have to reduce timing to prevent knock, you do not have to run high octane fuel you simply do not get the gains you would otherwise by not doing so, but its not required
Its a normally closed solenoid that requires a sine wave to open, thus they are pulsewidth modulated and can be variabley opened, the flow is usually proportionate to the airmass that the engine is ingesting
in a roll over with a loss of power the solenoid will be closed
None because the thermostat itself doesn't supply any cooling
the k is going to be a factor of water (or coolant) and the material used
If your trying to calculate the thermal efficiency requirements for a cooling system you would be better off converting the engines power to btus and...
In most automotive applications the charcoal canister has a vent valve actuated by the engine controller
typically the canister solenoid will purge pressure to the engines intake on a reoccuring frequency so long as the engine isn't at over 50% load
that is incorrect, boosting an engine does not require a higher octane fuel, the higher octane fuel is often used to increase power by the knock suppression it is not a requirement of any internal combustion engine
from your logic you are failing to comprehend the dynamics of a running engine...
I gave up on the debate because there's nothing more that can be said, the fact is engines get better fuel economy when they are fitted with turbochargers as well as superchargers, this cannot be disputed its a known fact by millions of racers around the globe, if you disagree you are wrong its...
thanks for that it helps me out greatly
at this point i'll just leave it be and let the ecu learn as it would any other fuel change, as long as the vehicle can operate and it isn't dead on the side of the road, it will be satisfactory, i highly doubt anyone will fill up with diesel since the...
oops I left a lot out, that engine in question is a 231 cubic inch 6 cylinder that averaged 19mpg prior (naturally aspirated) to the turbo and 24mpg after, again that was averaged over the 24 mile bridge.
No other changes were made
That same engine with a supercharger averaged 22mpg
