Quote:
Originally Posted by greasemonkee
I have to ask here, you seem to be suggesting that droplet sizes influence autoignition events. Is this anomaly a result of the lack of latent heat of evaporation due to excessive size or something on a chemical level that only a chemist would understand?
Also, would you agree that detonation frequently occurs at lower, non-audible levels even in most factory engines?
Having been exposed to the world of ricepower, I believe to have achieved a moderate gain in economy by running fuel ratios leaner than stoichiometry. A drop in EGT's was evident, however, the best I could do was around 37 mpg straight hwy. This was a B18C1 with its rather large quench pads and unshrouded valves. I imagine the largest disadvantage was the terrible 5th gear. Eventually the same engine was fitted with turbo apparatus, large injectors, intercooler, and the usual paraphernalia for wasting petrol in the 1320'. What's interesting is that city and hwy mpg's decreased by about 3 mpg and when the engine would tolerate 16.5ish fueling in it's previous naturally asphyxiated form, it now prefers a tad richer and must idle at roughly 12.5:1 air/fuel. I've chalked this up to be the fault of Lucas type injectors.
So my hats off to you Mr. pgfpro for achieving numbers like that, although I am discouraged after reading your post about the B18B engine which is soon to be my next tuned and economy only guinea pig. I think an unorthodox compression ratio and an altered intake valve closing may be of benefit.
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Thanks greasemonkee for the kind words!
I need to give some more details on my Honda engine.
This D16 is what we call a Vitara build.
Its a D16Z6 with a set of 75mm YCP Suzuki Vitara replacement pistons with Eagle HP rods.
This brings the compression down to 7.4:1 with a .030"HG
I'm still running a standard bore with a ton of piston to cylinder wall clearance. The ring gaps are also very wide compared to stock, for turbo high boost reasons.
My goal is to run a different turbo(Garrett T3/TO4E 57 trim) with a ramhorn manifold that will make around 450whp and run high 10's in the 1/4 mile.
Of course this will be done on race fuel VP C16.
My goals for this project.
50+mpg
450WHP
10 second ET's
$6000.00 or less invested
So my next test is to disconnect the charge pipe and run it as a N/A engine to make sure the engine is not getting help from the turbo.
I'm pretty sure the turbo isn't doing anything at this point but this test will prove me one way or another.