Quote:
Originally Posted by mpgmike
What was your strategy, and how do you feel it worked for you?
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This head in the pics hasn't been tested yet. One thing to keep in mind is I built the Talon to be a multi-purpose car.
It had to be fast, 0 to 60 mph in less then 2.7 seconds and low 9 second 1/4 mile car.
It had to be an extremely great winter driving condition vehicle.
It had to able to drive on mountain dirt roads and also a dirt track race car. In which it has won our local dirt drags two times now.
and it had to get at least 40mpg combined and 45mpg freeway.
The pics of the head above will be used on my 71 Camaro project. This setup will make around 1400HP with a 2.0L 4G63 engine that will be a compound setup with an 88mm feeding a 59mm or a 51mm turbo. The fuel to make this power will be GEM 42. It will also have a 92 pump gas setting that will be my street tune at around 700HP. It will also have a waste solvent tune in it that will make only 400HP. So the pics of the my V3 head has to be more on the HP side vs the FE side. This is a stock cast 1G head that probably is in the top 5 highest flowing in the world I have flow numbers but I'm not going to post them because I don't want to get to rapped up in flow bench racing.
So, to answer your question my main strategy is to guide fuel to my prechamber in combination with my spray guided pistons. On my setup all the FE gains came from the prechamber ability to run a very lean A/F ratio. As far as intake pumping losses on my setup I have tested NA lean burn (16inch/hg) vs the turbo pre chamber lean burn (1.5inch/hg to 1psi) and I can see a 20% increase in FE running the turbo setup. These test we're done on three different engines 1.5L D15 Honda, 1.6L D16Z6, tested on my Del Sol in my write up on here, and my 2.0L 4G63 that is being used in the Camaro and Talon.
IMO 8psi or 16.29inch/hg of intake vacuum is measurable force the engine feels, so it has to take away from the engines efficiency. How much does it help to my 20% gain in FE I don't know because there are other factors going on here ie gain in air pressure to help with swirl and directional flow to the pre-chamber, and great engine delt P to get ride of all exhaust to have a clean
combustion charge on the next cycle and one more added feature is utilizing the air for combustion cooling purposes. I can make a 30psi hit and watch the coolant temps go up to 206*F and then run it in lean burn and within 3 minutes coolant temps drop to 180*F and the exhaust EGT's will drop drastically. One of the questions I get most is " running that lean aren't you worried the engine is going to melt lol my reply back is while in lean burn you can watch the coolant temps drop 10* and I can pull over and touch the exhaust manifold.
Infact its so bad I have a turbo manifold blanket to keep the heat in.
The Talon isn't the best platform being AWD and a Auto even though it has lock up converter. But I Love this car. On my Honda Del Sol with not as a refined Turbo Lean burn setup I could get 65 to 70 MPG Freeway depending on what route I took. The Del Sol had a very poor cd. but it still did amazing for what it was.
For what it's worth I'm not an expert or engineer. Its just my hobby to build race engines and now FE engines. I don't have anything to sell. The technology I'm using is old as me so its really not anything new.
I've been ask to show pics of my pre-chamber and I can't do to fear of patent infringements. Lets just say my PC looks similar to a very large company that is involved in F1, even though I wrote a post on a very large F1 forum that this company would most likely be seen and have one or more teams using their PC before the F1 hybrid era. pre 2014.
So once again I'm just a good old boy from Idaho playing with cars
