Quote:
Originally Posted by cRiPpLe_rOoStEr
I had always been more familiar with prechambers in Diesel engines, and those were supposed to be better suited to lower-grade fuels.
Well, maybe the prechambers could be useful with ethanol, in a similar way to how it served the earliest high-speed Diesels.
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I haven't spent much time at all on Diesel Prechambers cRiPpLe_rOoStEr,
but as the
fuel is injected just before/during the power stroke vs just before/during the intake stroke they are COMPLETELY DIFFERENT.
ie:
DO NOT confuse what you know about one with the other.
That road is likely to lead to idiots concluding that this is all BS and pgfpro a big BSer and completely ignoring any/all F1 etc evidence out of convenience..!
This will be helpful with ANY spark ignited fuel/engine IMHO.
Think of how small the spark from the std sparkplug is, vs the HUGE! 'spark' one gets from the pre chamber!
ie: You get a much faster, more even burn, more from the top down than from the inside out.
With all else being equal/stock; you will be able to retard the timing of the flame jets. (which NB: come after the spark plug spark)
That basically means less pressure build up before TDC, trying to reverse the crank rotation.
But the real beauty of the big 'spark' pre chambers provide is their ability to effectively set fire to a much leaner mixture...
THAT is basically how pgfpro and F1 are getting the MPG gains! Basically...
NB that they take it a step further by:
1: Pre heating the air and fuel.
2: Then heating it further with high compression, during compression.
3: Fine control of said compression using the turbo's wastegate and/or an adjustable blow off valve.
IMHO there's a/the Smokey Yunick 'trick' here:
At a certain threshold temperature (pre compression stroke);
the added heat provided by the high compression, compression stroke results in either:
The full pyrolysis of the fuel to gas?
Or:
It goes even further than that...
(That I need to discus with pgfpro etc before elaborating)
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