smokingwheels

Yes well, hmm Some of you said it wouldn't work, see old posts by SmokingWheels I still had to prove it for my self though. I'm not game enough to push my stock L series engine past 7500 at this speed the valve train just starts a light cardac arrest. This level of arrest was prevously 7100. However it will go ~100-200 higher, before things really stop working, I dont want any windows in my block again, Ive read that peak intake veloicty is good to about mark 0.5 Apply the Golf ball therory to the valve, So how heavy is the intake valve now at that speed? 1. lighter valve springs for same rpm 2. more rpm for the same springs and running gear 3. a little analog mod ????? well classified information....ATM Have I just removed excess/uneeded mass from the valve itself? PS in granny mode on the HWY 4.72 L/100 is my best in summer (59.1 MPG). "Anything above 45 MPG you need to tempture compensate the volume of fuel out of the pump" Cheers Greg

thanks Adam Im guessing, my system would approx double the voltage swing across the plug. Ive had a look at ION voltage plots which relate to combustion pressure and the cylinder pressure spikes all over the place just after ignition. I guess im looking to damp that effect down a little in order to run higher compression ratios. Basicaly there is 3 pressure pluses/phases 1. btdc at ignition, random spikes 2. at tdc flame front 3. atdc this is when the power is extracted hence 33% of usefull energy 66% waisted Greg

well in nature and the real world its impossible to heat a ball of air to 2000 degrees and charge it with 20kV then push it at someone. So shouldnt the spark thats triggers the burning of all that fuel be natural as well not like modern systems, eg a series of sine wave pluses across the plug, so rough figures -ve spark then + spark, at 8kh hz for 2-3 mS ? Would this be better and more natural? I seem to remember in the 70's that a good set of points would have slightly more topend power than a transistor setup, but the points would change farly quickly with time. >>>>>> so have 2 coils with digital control feeding into one point via a Y cable, one coil turns off for 1/2 cycle then the other turns off for a 1/2 cycle but the two coils would have to be connected oppsite though, and timed accuractly. I had started to play with this in 2003 the coil that I had starts at a frequency of 8 kHz and goes up to 16 kHz at resonance, I had a glitch and blew the output tranny in the early stages so thats as far as i got .. does anyone has the time and the inclnation to try such a thing? cause ive got enough to do most of the time.

dangerous for the engine well only if the rev limiter is a bit slow hehe I look at it on a bang by bang process eg I have video tape evdence of jaming throttle open from idle to just bellow valve bounce condition .hehehe

I dont even know what the limits are yet I have a new 8 channel stump jumper program will test soon....hehehe Its like an intergrator but it bites very hard at the drive train. hehehe..

its even harder when you dont know whats going on either

Well would you like full peak and constant wheel touque with no bounce bounce ....... eg very little DTH (Drive train harmonic),,=waisted power=loss in kinetic energy.. I know its not much but every bit helps. I can amplfy it also eg wheels chirps every 333 ms~ = extreem drivetrain wiplash = 1000 rpms + - hehehehe, i have done that. Cheers Smokingwheels

Cheers Sblake Well i have found out somthing very intresting. I talking about somthing small and it is a loss. well just try and change it...its a loosing battle at 4:1 Drive Train Harmonics (DTH) hehe. After studing the rpm change of my engine on a bang by bang bais. I have discover how to use excel now hehehe, eg zoom in eg 3K % Im thinking well i have a primitave fomular thats works in 1st gear. then ... How much power is waisted in DTH ? 10 %..20% How much kinectic energy is waisted with constant acceleration and deccelaration in the order of amplitude of + - 150 rpm in my leaf springs on the diff when my foot is touching metal (Carpet, havent mass reduction yet). also the DTH frequency increases with gears, due to less grunt i guess. eg when booting it in 2nd from 4000 rpm the inital DTH surge lasts for 6 cycles around 3.5 times per second (Hz) so its __-_-_ but there is smaller cycles there also so higher ones as well.. my current program elimanates 70-90% in 1st gear. eg noload to full load my engine bounces only 1.25 times the rest is constant power, no bounce bounce bounce bounce ..... thus this might explain the 54 mpg ~~~6 l/100 O and at 100km/h over 160km but you would have to port your donk as well... I dont recomend this yet unless you are a poor pensinor like me when time=nothing, fuel = loss of income. but then you will have to retune your engine when the weather changes eg temp humidty as well as engine temp ,heat soak across block etc etc so far so good well i just had to port it again... some real world settings.. only 20 deg for vac adv on 35 deg day low humidity only 35 deg for vac on a 20 deg day high humidity I have found my handy work has a temp coeficent of around 20 degress my program resolves down to 1 part in 422000 I dont know how accurate it is I mean i would need a reference of at least .00001 deg so i have a base line 18deg Btdc at 3000 +35 deg btdc for vac down to -300 mm of hg so at 6000 rpm ~30 deg Btdc + 35@ -300 mm..... so im putting the fire in the hole ~65 degrees btdc. If I had an engine running at 20 000 rpm i could put fire in the hole just as the inlet valve is closing hehe.. has that been done before... with clean ported engine i was running a base line of 90 Btdc@10000 hehe +35 for high vac ='s 125 degrees Btdc But my timing curve is flat so my torque curve should be flat too ...all the way.... A spark plug in the inlet manifold !!!!! Go on laught you arse off now hehehehehe. but im allready using a brain cell on it.. But how would I/someone build such a beast. One misfire and .... hehe there would be fire and metal everywhere. Id like to see that on high speed video.... Cheers Smoking wheels 2007

Hey I have comp of 10.5 approx with new chain. I had to re engineer the slack guide position eg move up and over about 10 mm at least I have scanned it to. the wedge system does not work any more for me. I had to curve block of 20mm cutting board material to keep it in place I have the chains about less than 23 mm apart. Also try a rod bent in the shape of the guide to relocate the bugger But if its been running out the end for awhile the pull the cover...

yes its me again hi all Ive been revising the data collected of the past 6 years. with such improvments i cant go and get some one to test my head flow i would be giving techonogy away i will have to build myself a flow rig case 1 I have a ve of 148% above 2000 RPM please correct me if im wrong. ive calculated the air flow against a stocker 1 fill a 60 L garbage bag at idle 4-5 seconds ~.7 cm/min 2 vac secondary main jet flows fuel at ~2000 ~2.96 cm/min 3 deplete fuel supply with single pump delivery ~1.2l/min @6000 ~8.7 cm/min derated because of its age the book states 1.4 L/min delivery rate, ive measured it at 1.2 L/min case 2 I have a 7 psi boost for free above 2000 1 reduction in timing of 15 degrees @3000 = .3 deg per kpa boost approx 50 kpa extra fuel n air is getting in I know im not getting 210 Kw yet cause the stock exhaust system wont flow 10.35 cm/m ~ 400 cfm so im reasearching that but the fuel its going in though so i must have a lot of back pressure. any donations of parts would be put to good use holley 500,400, 750 , cam, extractors to suite a L20b 4 banger email me smokingwheels@yahoo.com you can hear what it sounds like here I can upload more if needed. http://www.classiczcars.com/forums/showthread.php?t=18619 cheers Greg

Im open to idears, I know the golf ball is not the same as a valve. adding fuel changes things too. A smaller wake reduces seperation is this desirable over the edge of the valve? My primitave tests show about 2.95 % decrease in suction head at low lifts and at low flows. Who knows what happens when full velocity and acceleration are introduced with engine speed. http://wings.avkids.com/Book/Sports/instructor/golf-01.html "The majority of the drag comes from the separation of the flow behind the ball and is known as pressure drag due to separation" http://www.msu.edu/~ormisto2/ "During turbulent flow, the boundary layer of air can cling to the ball for a longer period of time. This creates a smaller area of separation, and less drag"

The Valves is another idear but it will take me some time to test it, so am giving you guys something to play with, if it works ok, if it doesnt you can abuse me for as long as you like ok. Volumetric effciency a rough test. Time how long it takes to fill a large garbage bag from your exhaust pipe say at idle. My worked engine at say ~850 to 900 rpm can do it in 5-6 seconds I used my other stocker at similar speeds and it took 11-12 seconds. So at low rpm does it mean I have an increased flow by 100% roughly??? My worked one the exhaust pulses on a still day can be felt up to 2 Metres away from the end of the tailpipe. the system is stock too. I have unbolted the pipe from the front of the second muffler and gone for a drive.... I will have to record it soon though, it really move more fumes too.

yes it did fail the con rod bearings, then i lowered the compression and did a patch up job used 20" an 30" shells, it still lasted for 9 months after that,gave me time to design and test my basic program running on a laptop. Is it true that if you advance a std engine say 25-30 deg. on top of normal, it will start to knock with gentle acceleration? I had a head that would knock at and above 3000rpm with gentle acceleration and the only way to stop the knocking was to cut the timing back to 3-4 deg btdc, thus this engine would need retarding further under load, a typical figure would be .3 deg per 1kpa but i agree it would be very different running on the other side. So now ive build a mild version of it and below 900 rpm it needs to be fired atdc eg 0@1000 ,-5@600 the stop any knocking from happing when its up to normal temp and its not a really cold morning.

A comparson of 3 engines and there timing curves Stock one comp 9.4:1 Previous one 8.5:1 Current one 10.5:1 not listed high comp 11.5:1 Interesting any one yet? ok test subjects needed... Who is willing to machine a golf ball pattern on all there valve faces? well just have to make it slightly different...to a golf ball... you need a ~6 mm round router bit and a plunge router... and a fancy clamp setup still under construction...... my first attempt cut loose over the valve seat after 20 or so dimples. Ive done primative flow tests "slightly better. 0.5mm to 2mm lift" Its about ~1.3 % better under primitave static flow Have a look at valve layout81.. cheers

If near enough was good enough, the great wall of china would of been built with toothpicks.

Hi Done some more tuning and software error corecting... Hope i get some comments???? They say that air flow is a rough gauge for HP, Ive nearly doubled it ..... over std engine, a good porting job... Well as far as i can tell the timing is in a straight line up as fast as i like, none of this rolling off at 3000 rpm.... its around 13 to 15 degrees @3000 depending on lots of things. will have to unbolt the exhaust pipe on the open road one day...

Its an experment in the boundry layer of air. spark plugs do tell how an engine is running? have a look at these plugs with stock dissy. http://smokingwheels.myphotoalbum.com/view_album.php?set_albumName=MyEngine Ive att the current timing curve too my sparkplugs are running a little hot but there 3 heat ranges up from STD, my pistons still are black with carbon so im in no danger there. oh and the flow tests dont show much resistance in the whole induction system just look at the timing curve at 3000 where most engines flatten out cheers

ok so its around 5.5L to 7L per 100km on the hwy with carefull driving. and can use ~1.5 L /per 60 seconds at the top end

Hi Found the prob with the plugs ???????? Had to advance the timing by sum 18 Degrees. Had to add a secondary vac adv switch, made out of an old A/C pressure switch mounted backwards. some data for those who have the time and understanding. 60 BTDC@6500 light load 30 btdc@6500 wot 48 btdc@3000 light load 18 btdc@3000 wot 24 btdc@1000 light load 6 btdc@1000 wot hmmm seems to be linear induction until 6500 rpm....... Graph it you will see...... above 6500 I can push it another 10 degrees. runs fine now

Hi, Im back I do like reducing my fuel consumption by 54% I have that dam engine runing ok now. I have found I need sum 30 degrees vac advance, with cold air Still few things to sort out yet (another 200 hours+++) Im looking for a computerized ign system. The mega squirt system only goes to 50 degrees BTDC Ive emailed them a month ago and no response yet. I will need to have an basic offset of over 70 degrees BTDC (even higher) and the ability to fire as late as 14 degrees ATDC. ?????? Does anybody know where I could find such a beast????? I will start porting the Z engine soon. My PC based system is ok, but its only for tunning an engine. I have still a bit more programming to do so that I can tweek the main timing curve in time it takes for 10 sparks to elapse at any rpm. sum stuff n results 2.0 L Stocker early 80's setup in a wagon with Porting by me..... comp ratio 10.5:1 running ULP (will try BP 98 later.) 43.7 MPG taking it easy @80 to 90 km/h and climbing 800 feet over 200 kms Unconfirmed return trip ~50 MPG Thermal efficiency ~61.3% if I did the figures right ! ..

I Fitted My Computer system to a my car mid Dec 2005. Have been tuning up my engine for some time now. See Attachments, timing curve as of 3/1/2006 Did a run last week approx 330 Km and used approx 18 L to 23 L of fuel, keeping to the speed limits (110 Km/h) in overdrive and mostly the roads where flat, thats somewhere in the range of 40 to 50 Mpg. I couldn't fill the tank again so its a rough guess, the gauge was just under the 3/4 mark when we got back, its a 55 L tank. another test (overloaded). While towing a car trailer with car, i was able to get 12.4 Mpg, Thats pretty low out of a 4 cylinder engine.

If near enough was good enough then the great wall of china would have been made with toothpicks.

The carbie ran out of fuel in second gear, with Wot accelerating to ~5000 Rpm in a test drive today.

Hmmm when i work out who is pinching 16 degrees off me ill let you know