Curious Question..Long
Hey guys.
Well for those of you who are experienced with internal combustion motors and more importantly the physics and dynamics of how combustion happens inside the motor. I figured I would put this up and see if anyone has anything to say about it. I would like to have a stable and informative discussion, yet don't hesitate to tell me this is BS and WHY you think so.
I have been doing some considerable reading in preparation for my college courses down the road, and also to keep me from going crazy whilst taking BS classes in preparation for my actual major's classes.
In some of the literature, it was talking about combustion chamber design, in regards to burn patterns on the piston, and the head of the motor. The article described your basic ideal for coloration and pattern on a piston, as well as swirl and tumble techniques to encourage proper atomization and prevent mechanical separation of atomized fuel once in the combustion chamber.
To the point, it mentioned if you have a motor that requires allot of timing (and fuel), not only is that not an indication of a good and fast burn, but the more timing you add, the more negative work is applied to the crankshaft before TDC. With that, it got me thinking, has anyone or any company worked or examined the ve's relative burn speed and combustion pattern? It occurred to me that perhaps the motor could be loosing allot of power with an incomplete burn and also the need for increasing timing BTDC. This also translates to the fact that more timing indicates a need for a "longer" burn, which would point towards a slow burn. Not good.
I also have not really seen any after market pistons, that might provide a faster burn towards the exhaust valves? We all know that the ve does not have the best intake velocity, however we also know intake velocity is not as important as a faster burn, allowing a motor to make more torque and use less fuel, all the while, causing EGT to be lower and that is a great thing indeed. Perhaps the secret to getting more power out of this motor is not in porting, or improving flow bench numbers, but finding what is going on inside the combustion chamber. Because many experts point out, intake velocity is not as important as the retainment of atomization of fuel once inside the combustion chamber, as well as the reduction of fuel pile up inside the intake runners after the intake valve has closed.
This brings me to another point, that one of the members on this forum who had a valve angle job on his ve head, managed to make considerably higher numbers then most members on the forum with the same bolt ons. Perhaps this further emphasis's the need for a look at the chamber dynamics of the ve.
Again, give it some thought, let me know what you think. I just figured some might have some feelings about this, because we all know the VE is miles behind any Honda motor as far as R&D. And those doing R&D at this time don 't give a crap about us. Lets hear it guys.
Cheers,
Dudeman
Well for those of you who are experienced with internal combustion motors and more importantly the physics and dynamics of how combustion happens inside the motor. I figured I would put this up and see if anyone has anything to say about it. I would like to have a stable and informative discussion, yet don't hesitate to tell me this is BS and WHY you think so.
I have been doing some considerable reading in preparation for my college courses down the road, and also to keep me from going crazy whilst taking BS classes in preparation for my actual major's classes.
In some of the literature, it was talking about combustion chamber design, in regards to burn patterns on the piston, and the head of the motor. The article described your basic ideal for coloration and pattern on a piston, as well as swirl and tumble techniques to encourage proper atomization and prevent mechanical separation of atomized fuel once in the combustion chamber.
To the point, it mentioned if you have a motor that requires allot of timing (and fuel), not only is that not an indication of a good and fast burn, but the more timing you add, the more negative work is applied to the crankshaft before TDC. With that, it got me thinking, has anyone or any company worked or examined the ve's relative burn speed and combustion pattern? It occurred to me that perhaps the motor could be loosing allot of power with an incomplete burn and also the need for increasing timing BTDC. This also translates to the fact that more timing indicates a need for a "longer" burn, which would point towards a slow burn. Not good.
I also have not really seen any after market pistons, that might provide a faster burn towards the exhaust valves? We all know that the ve does not have the best intake velocity, however we also know intake velocity is not as important as a faster burn, allowing a motor to make more torque and use less fuel, all the while, causing EGT to be lower and that is a great thing indeed. Perhaps the secret to getting more power out of this motor is not in porting, or improving flow bench numbers, but finding what is going on inside the combustion chamber. Because many experts point out, intake velocity is not as important as the retainment of atomization of fuel once inside the combustion chamber, as well as the reduction of fuel pile up inside the intake runners after the intake valve has closed.
This brings me to another point, that one of the members on this forum who had a valve angle job on his ve head, managed to make considerably higher numbers then most members on the forum with the same bolt ons. Perhaps this further emphasis's the need for a look at the chamber dynamics of the ve.
Again, give it some thought, let me know what you think. I just figured some might have some feelings about this, because we all know the VE is miles behind any Honda motor as far as R&D. And those doing R&D at this time don 't give a crap about us. Lets hear it guys.
Cheers,
Dudeman