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Engine & fuel engineering | Forum profile
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Forum profile page for Engine & fuel engineering on http://www.eng-tips.com.
This report page is the aggregated overview from a single forum: Engine & fuel engineering, located on the Message Board at http://www.eng-tips.com.
This forum profile page summarizes the general forum statistics such as: Users Activity, Forum Activity, and Top Authors, which are reported in either a table or graph below for a given reporting time period.
Additional forum profile information for "Engine & fuel engineering" on the Message Board at http://www.eng-tips.com is also shown in the following ways:
1) Latest Active Threads
2) Hot Threads for Last Week
Warning: These statistics are generated using 'best efforts' and can experience delays and reporting errors at times. Please note that such statistics do not constitute a forum's popularity and/or exact posting volumes at any given reporting period.
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Posting activity on Engine & fuel engineering:
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Week
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3 Months
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Threads:
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16
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77
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269
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Post:
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38
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217
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701
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Engine & fuel engineering Posting activity graph:
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Top authors during last week:
user's latest post:
Cylinder size limitation
Published (2009-11-20 18:54:00)
regardless of the scale of the engine, the mean piston speed at maximum rated engine revs will be somewhere in the 20 m/s range That's commonly said (especially in textbooks), and it's reasonable for car engines, but it doesn't seem to hold up if you calculate rated mean piston speed for a wider variety of engines. Examples: MPS...
user's latest post:
Is it possible?
Published (2009-11-25 09:48:00)
Hi, It is load type Dynocom dyno with 24' roller but that doesn't matter now. If we assume about 15% tranny and tyre losses, that makes 445hp at the crank! How about that number at 6250rpm and 1,6 bar gauge boost? I just need some math here, is that power level possible "on paper" at least? Regards!
user's latest post:
Is it possible?
Published (2009-11-25 12:14:00)
1.6 bar gauge boost = 2.6 bar absolute manifold pressure near sea level. That amount of power is plausible from that size of engine with that much boost. Detonation control at such high boost pressure and with a compression ratio in a normal range is, of course, quite another matter, even with very good intercooling, but that's not the question that was asked.
user's latest post:
Cylinder size limitation
Published (2009-11-20 19:19:00)
The larger the cylinder the more difficult it is to control detonation. And why in the days of the recip aircraft engines cylinder size was optimized and to increase power more of them were added.
user's latest post:
Cylinder size limitation
Published (2009-11-22 20:47:00)
ivymike , your post is very interesting. I think an additional factors that should be included when comparing mean piston speed across diverse applications is the ratio between nominal operating rpm (e.g. cruising rpm for automotive applications), and peak rpm. I suspect that passenger cars and motorcycles will exhibit the highest ratio between nominal and peak rpm, with commercial vehicles in the middle, and stationary powergen applications...
user's latest post:
Is it possible?
Published (2009-11-25 04:08:00)
388hp on an 86mm squared 4 cylinder at 6250 rpm comes out to be right around 28 bar of BMEP. More than reasonable for an absolute pressure of 2.6 bar in my opinion. To put it in perspective that'd be just over 10bar at atmospheric pressure, which is actually relativly mild tune. Ofcourse you lose some in pushing the turbo and heating of the charge but I consider it plausible. My question is why is he only running 18m/s of piston speed on...
user's latest post:
light/mid load EGT
Published (2009-11-25 21:40:00)
I found the problem... I had a turbo failure yesterday so I spent the better part of to day pulling all of the turbo stuff off and putting my old 4-1 header and N/T exhaust back on .While I was at it I welded an egt bung on.So after it all was back together, I took a test drive and egts under the same circumstances temps were 1100-1150*f So I guess the turbo/manifold combination was to restrictive ...so that combined with the failure means...
user's latest post:
Is it possible?
Published (2009-11-25 08:40:00)
Wow, someone who actually wants their RWHP number to be lower than the dyno measured. Personally, I find the arguements about the "RWHP" numbers from a dyno completely useless. Recently, I saw someone post that changing their wheels lowered the "RWHP" by 12hp and that he could really feel the 12hp loss on the street. The sad part is that he had no clue that the "RWHP" due to inertia will change depending on the...
user's latest post:
Adding 2 stroke oil to diesel fuel
Published (2009-11-16 13:27:00)
I'm with Somptinguy ( and probably of the same era). My buddy and I used to add a bit of Castrol "R" to our XT500 four stroke singles just for that special aroma. Can't guarantee it ran better - but sure smelled good...
user's latest post:
California CIC
Published (2009-11-16 13:11:00)
My company has begun manufacturing sod roll installation equipment. Mainly these units are in the landscaping industries to install large rolls of sod on residential or commercial properties. They are power by Kubota D902 diesel or a Kohler Command 27 Gas Engine. My question is where on the CARB website would I find the requirement for the engines and any other requirements that our...
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Latest active threads on Engine & fuel engineering::
Started 1 week, 6 days ago (2009-11-14 09:36:00)
by rmw
I once had a motor scooter that after an overhaul was real tight would seize up when it got hot and I'd just have to sit on the curb and wait for it to cool off. When it did, I could crank it and drive it until it seized up again (which it did often until it got good and broke in. So excessive expansion of internal parts might be the culprit with seizing up rather than actual engine failure....
Started 3 days, 8 hours ago (2009-11-24 15:16:00)
by BrianPetersen
Back-of-notepad plausibility check. Means it's making 326 lb.ft of torque at that RPM. A good normally-aspirated 4-stroke spark-ignition engines running on gasoline will make 70 - 80 lb.ft of torque per litre of displacement and 90 lb.ft per litre is difficult but possible (and that's at peak torque, not peak power), so a 2 litre would probably do 150-ish lb.ft but 180 is plausible. For rough...
Started 2 weeks, 4 days ago (2009-11-09 18:30:00)
by patprimmer
( Have you checked your gauge. Those are very high temps for part load, although the mixture is in the highest temp range. Are you sure your timing marks are correct. If you have a dial in timing light throw it away and get a good non adjustable timing light and put accurate marks on the pulley or flywheel if you have access to it. , )
Started 1 week ago (2009-11-20 00:01:00)
by hemi
There's really no hard limit. Everything is a compromise. In favour of fewer cylinders: cost, package size, maintenance, possibly weight, possibly efficiency. In favour of more cylinders: specific output, smoothness, acoustic quality, drivetrain mass/inertia (due to reduced torque pulsation), more flexibility with turbocharging integration. The above is a partial list and for every item there...
Started 1 month ago (2009-10-25 14:34:00)
by MikeHalloran
( CNC machine about a mm off the inside, then mirror polish it. OR Or shave the inside to clean metal, e.g. with wood chisels and planes, then mirror polish it. OR Go back to the original \(steel?\) sump. , )
Started 1 week, 4 days ago (2009-11-16 17:38:00)
by Junior37c
it'll depend heavily on ignition timing, valve/port timing and the distance the EGT is from the port/valve.
Started 1 week, 4 days ago (2009-11-16 13:56:00)
by JSteve2
CARB is under titles 13 and 17 of the California code of regulations. http://www.arb.ca.gov/regs/regs.htm They recommend "If you have any questions regarding ARB regulations, please contact..." followed by a name and phone number that you should use, because your specific sitation will be difficult to diagnose on this board. I didn't put the name and phone number in this post because it will...
Started 1 month ago (2009-10-24 10:05:00)
by PPilki
and forgot to add, is there any possibility that using 2 stroke oil (1:200 ratio) will cause any damage ? The only thing I've see is not to use it with DPF set-ups.
Started 2 weeks, 2 days ago (2009-11-11 15:23:00)
by silverbullet1986
Was the yellow Honda a drag car or drift car? I recall his drag civic to be yellow and his drift s2000 red, so I'm going to assume the stup u saw was on his drag civic. Pairing 1 to 4, and 2 to 3 will decrease turbo spool time (incrasing throttle response). Drag cars do not need throttle response... especially FWD ones.
Started 1 month, 1 week ago (2009-10-17 00:16:00)
by MikeHalloran
( That's why the filter is there. , )
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Hot threads for last week on Engine & fuel engineering::
Started 3 days, 8 hours ago (2009-11-24 15:16:00)
by BrianPetersen
Back-of-notepad plausibility check. Means it's making 326 lb.ft of torque at that RPM. A good normally-aspirated 4-stroke spark-ignition engines running on gasoline will make 70 - 80 lb.ft of torque per litre of displacement and 90 lb.ft per litre is difficult but possible (and that's at peak torque, not peak power), so a 2 litre would probably do 150-ish lb.ft but 180 is plausible. For rough...
Started 1 week ago (2009-11-20 00:01:00)
by hemi
There's really no hard limit. Everything is a compromise. In favour of fewer cylinders: cost, package size, maintenance, possibly weight, possibly efficiency. In favour of more cylinders: specific output, smoothness, acoustic quality, drivetrain mass/inertia (due to reduced torque pulsation), more flexibility with turbocharging integration. The above is a partial list and for every item there...
Started 2 weeks, 4 days ago (2009-11-09 18:30:00)
by patprimmer
( Have you checked your gauge. Those are very high temps for part load, although the mixture is in the highest temp range. Are you sure your timing marks are correct. If you have a dial in timing light throw it away and get a good non adjustable timing light and put accurate marks on the pulley or flywheel if you have access to it. , )
Started 1 week, 6 days ago (2009-11-14 09:36:00)
by rmw
I once had a motor scooter that after an overhaul was real tight would seize up when it got hot and I'd just have to sit on the curb and wait for it to cool off. When it did, I could crank it and drive it until it seized up again (which it did often until it got good and broke in. So excessive expansion of internal parts might be the culprit with seizing up rather than actual engine failure....
Started 1 month ago (2009-10-25 14:34:00)
by MikeHalloran
( CNC machine about a mm off the inside, then mirror polish it. OR Or shave the inside to clean metal, e.g. with wood chisels and planes, then mirror polish it. OR Go back to the original \(steel?\) sump. , )
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