Type 4 mechanical compression ratio, Why is the factory compression so low? |
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Type 4 mechanical compression ratio, Why is the factory compression so low? |
Beebo Kanelle |
Feb 11 2016, 01:03 PM
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#1
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Member Group: Members Posts: 248 Joined: 22-November 12 From: Houston, Texas Member No.: 15,177 Region Association: Southwest Region |
OK, here's a fun one for the novice to ponder and you experts to answer:
Why is the factory mechanical CR so low? and for reference, what is the highest mechanical CR that can be physically achieved? assume no octane limitations - I'm just looking for the design limit for the highest CR that can be / has been in a Type 4 engine using available technology. Thanks |
veekry9 |
Feb 12 2016, 07:19 PM
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#2
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OldMember Group: Retired Members Posts: 3,068 Joined: 17-June 13 From: TO Member No.: 16,025 Region Association: Canada |
https://www.youtube.com/watch?v=zcPGfjUO3Yg https://www.youtube.com/user/GrasshutPerformance/discussion https://en.wikipedia.org/wiki/Julius_Mackerle Turbo,efi,titanium weight-loss,auxiliary head and piston cooling,21st century sensors. The heads lifting off will need a cure,like o-ringing them on to the nickies,stiffening the heads. Note the use of modern off the shelf rods,as an economy.( Honda B16A H beam con rods) Maximum effort calls for maximum control of heat in fine resolution. An aluminum liquid coolant tube inserted into the head to sink heat will work too. Not quite HD,but a bridgeport mill op,to keep a cool head. The use of modern coatings to reduce friction and conduction is effective. There,I spent some money for you,as any thing is possible.Methanol/Nitro fuel engine? CadCam a set of new three valve heads you can graphite diecast for cheap and have a prototype shop do a short run on speculation. I'll give you their number: http://www.armstrongmold.com/pages/graphite_die_casting.html (IMG:style_emoticons/default/happy11.gif) / Reading,it's good fer yuh. Julius Mackerle: Air-Cooled Motor Engines, Cleaver-Hume Press, London 1961 Julius Mackerle: Air-Cooled Automobile Engines, The Institute of Mechanical Engineers, London 1961-2 |
Mark Henry |
Feb 12 2016, 09:32 PM
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#3
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that's what I do! Group: Members Posts: 20,065 Joined: 27-December 02 From: Port Hope, Ontario Member No.: 26 Region Association: Canada |
The 380hp corvair engine, with the coin in it you likely can do a /6 turbo engine Turbo,efi,titanium weight-loss,auxiliary head and piston cooling,21st century sensors. Well not what I'd call 21 century The heads lifting off will need a cure,like o-ringing them on to the nickies,stiffening the heads. The heads and sealing is't the big issue it's the two different lengths of the head studs. It's not O-rings it is fire rings, a solid steel ring precision matched machined into the head and cylinder. Old 911 turbo technology Note the use of modern off the shelf rods,as an economy. That's a given if using a stroked crank Maximum effort calls for maximum control of heat in fine resolution. An aluminum liquid coolant tube inserted into the head to sink heat will work too. Not quite HD,but a bridgeport mill op,to keep a cool head. The use of modern coatings to reduce friction and conduction is effective. I use dry film, ceramic piston ton top coatings, etc. There,I spent some money for you,as any thing is possible.Methanol/Nitro fuel engine? Ok for a dragster...but street? CadCam a set of new three valve heads you can graphite diecast for cheap and have a prototype shop do a short run on speculation. I'll give you their number: http://www.armstrongmold.com/pages/graphite_die_casting.html (IMG:style_emoticons/default/happy11.gif) I'm not trying to be a smart ass here, but there is nothing new or innovative in any of this stuff. Now the last comment on three valve heads, we've been hearing about 4 valve per cylinder heads since the early 2000, we're still waiting.... But even they do get made my bet is they will be nothing but a novelty due to price. |
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