Quote:
Originally Posted by pgfpro
Great ideas on the valve cut. This head is the highly modified race head to achieve 1400HP. It has over size valves in it that have been flowed on a flow bench. We call it the 7/70 engine, meaning run 7 second 1/4 mile ET and also be able to get 70 mpg.
Like all my pre-chambers it's a Passive Pre-Chamber. So, it has a disadvantage of max lean burn due to feeding the pre-chamber. This is also the V3 version. The V4 version pre-chamber has been changed to add better flow of fuel to feed the pre chamber "not shown". The V4 version uses a technique that you found a posted in one of your videos. Thank you again for the video. 
How both version work is on max mpg mode it runs with a single intake valve opening point and a single valve exhaust opening point with mpg cams and adjustable valve timing. In short it has one exhaust valve is delayed and one intake valve advanced to produce a cross flow towards center of the pre-chamber. The piston is sprayed guided along with the injector and intake port, put all this action together and it feeds the pre-chamber on the intake stroke. Then on the compression stroke the piston shape also due to its design centers advancing pressure to the center where the piston collection area below the pre chamber gets and keeps the fuel in the piston pocket. The factory piston oil coolers have been modified to cool the bottom of the pistons at center and on top the pre chamber is cooled by _________ and _______ for fuel captured cooling. Now an active pre chamber would eliminate all this fuss but the machining and cost goes up a ton, so I'm stuck with a passive type pre chamber. lol |
I came up with that means of optimizing valve/chamber shape (Tuliping. Thx freebeard) ages ago while gas flowing my Alpha Giulietta 2L head.
I miss that car! If I knew then what I know now..!
I'm getting my head around what you have said (and not!
) in the rest of your reply.
We'll chat more on that privately. But we are heading into territory where a picture (and gesturing) is worth a thousand words... (in a trustworthy ear!)
IIRC your compression ratio and AF ratio numbers aren't much different!? Hats off on that!
If I understand things correctly (with almost no research) the pre-chamber is basically about creating a very big 'spark' that lights more AF up faster, at a better crank angle closer to TDC, by setting fire to that separate mixture at a/the 'timing advance' that would otherwise be unworkable?
ie:
IF there was a way to create a VERY large spark (or 4...) one could do away with it..??
Hydrogen:
I NB that the previously discussed copper plating that creates a bit of H, more during/after the main combustion event, does not suffer from that drawback in a pre-chamber!
There are a good number of other possibilities for getting some 'free' H2 or Ozone type radicals out of an engine.
eg: A constant but separate (dioded) Ozone producing voltage (circuit) on the spark plug.
I'll get back to you on that when more of my vast multitude of ducks are in a row!
(I'm researching senescent cell clearance for my Mom (urgent) too atm, which is taking a lot of my free time)