Quote:
Originally Posted by rocketbob
I'm curious how that sump works because it goes against the typical wisdom for tuning an intake...and that is to accelerate the least amount of air mass necessary to completely fill the combustion chamber. In other words moving air requires energy and if the engine is moving more air than it requires it becomes less efficient.
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By careful management of the inlet charge, significant gains in
performance and fuel economy can be achieved. By minimizing the amount
of energy absorbed by the inlet charge while in the air-box and inlet
system keeps charge density high and increases inlet charge volume,
thereby increasing performance.
Minimizing losses into and out of the air-box-inlet system also
increases air flow efficiency and therefore engine performance. Airbox
tuning effects can enhance performance. The air-box is only part of the
system equation and needs to be designed along with other areas of the
engine.
Engine performance can be broken down to four areas, some interact with
each other to some degree.
Air Flow.
Combustion.
Inlet Charge characteristics (air-box dynamics)
Mechanical and frictional losses
An increase in volumetric efficiency is required to increase performance
High airflow is fundamental to engine performance and is controlled by
two complimentary features
Port design
Cam profile
Our company port design experience and it's CFD capability gives designs
with high flow and low port losses.
With our optimized cam profiles which give an increase in valve flow
area to compliment high flow ports
Additionaly, air-box design and thermal characteristics of the inlet
system are important to maintain high charge density and the optimum
feed pressure above the inlet manifold.
It is important to optimize the port design to ensure tumble velocity
vectors in the combustion chamber are not compromised
With an increase in airflow tumble in the combustion chamber we can
improve the mixture stability and this will improve the engine's knock
resistance.
Port, combustion chamber and cam profile are considered as one optimized
system and cannot be separated.
When I designed the components for the AX50 series engines, these were
all considered as one and not as separate issues.
A large volume of high density air is best, along with optimized intake
and ports.
As a brief comparison, a standard engine has about 85% VE, however our
racing engines produce well over 114% VE, you can never not have enough
air
Titan R360 coming together....
Linear Mode
