He got bought out by big oil just like the guy with the 200mpg carburetor did.Originally posted by: Eli
Heh, cool...
It will, eventually. The potential gains are far too great. Technology just needs to catch up and make it reliable, cost effective, etc..
I wonder what happened?
Originally posted by: Eli
Hmm.. Interesting, maybe electromagnetically actuated valves are closer than I thought.
Seems like there was a pretty big discussion about it a while back. But yeah, it would be a milestone in IC engine technology, that's for sure.
E-VTEC, anyone?
The Formula 1 engine from Renault uses electromechanical valves. Hopefully the tech will trickle down to consumer level in the next 5 years.
Err?Originally posted by: Howard
He got bought out by big oil just like the guy with the 200mpg carburetor did.Originally posted by: Eli
Heh, cool...
It will, eventually. The potential gains are far too great. Technology just needs to catch up and make it reliable, cost effective, etc..
I wonder what happened?
I guess my sarcasm meter is broken.
JoLLyRoGer
Diamond Member
- Aug 24, 2000
- 4,153
- 4
- 81
Big Oil is SUCK!!!
Greedy bastages! :| Not like they don't make enough money charging $1.50+/gal. of gas. They've got to impede progress too. I, for one, can't wait until we completely deplete our oil reserves and then there may finally be a stop to this bullshyt. (Although I'm not exactly sure how we will continue to make tires and plastics amongst a plethera of other goodies.)
Greedy bastages! :| Not like they don't make enough money charging $1.50+/gal. of gas. They've got to impede progress too. I, for one, can't wait until we completely deplete our oil reserves and then there may finally be a stop to this bullshyt. (Although I'm not exactly sure how we will continue to make tires and plastics amongst a plethera of other goodies.)
I'd definitely need a link for that.Originally posted by: FrustratedUser
Originally posted by: Eli
Hmm.. Interesting, maybe electromagnetically actuated valves are closer than I thought.
Seems like there was a pretty big discussion about it a while back. But yeah, it would be a milestone in IC engine technology, that's for sure.
E-VTEC, anyone?
The Formula 1 engine from Renault uses electromechanical valves. Hopefully the tech will trickle down to consumer level in the next 5 years.
I think they're still using camshafts. The only thing that's not conventional is the fact that they use pneumatic valve springs.Originally posted by: B00ne
I didnt say it was new
Iiiiiiiinteresting..Originally posted by: Howard
I'd definitely need a link for that.Originally posted by: FrustratedUser
Originally posted by: Eli
Hmm.. Interesting, maybe electromagnetically actuated valves are closer than I thought.
Seems like there was a pretty big discussion about it a while back. But yeah, it would be a milestone in IC engine technology, that's for sure.
E-VTEC, anyone?
The Formula 1 engine from Renault uses electromechanical valves. Hopefully the tech will trickle down to consumer level in the next 5 years.
Just google "renault electromagnetic valves" and it brings up a ton of hits..
Very cool!!! *salivate*
Remember it also Weights in close to 4500LBs
To bad they dont make Camaros anymore:brokenheart: time to beat up on the Vette.
Originally posted by: Howard
I'd definitely need a link for that.Originally posted by: FrustratedUser
Originally posted by: Eli
Hmm.. Interesting, maybe electromagnetically actuated valves are closer than I thought.
Seems like there was a pretty big discussion about it a while back. But yeah, it would be a milestone in IC engine technology, that's for sure.
E-VTEC, anyone?
The Formula 1 engine from Renault uses electromechanical valves. Hopefully the tech will trickle down to consumer level in the next 5 years.
Didn't Lotus experiment on electomagnetic valves and even used it in their F1 engines in the 80s/90s?? I'm fairly certain they did.
Howard: Doesn't Ducati use the desmo...something valve technology(the one you discussed earlier in the thread) in their motorcycle engines?
bump! We had a good discussion going!
Howard? Eli? Roger? Let's get back to electromagetic valves and other cool ish that can be done to maximize power in engines.
I had an idea of using small spheres instead of the current valves. When you want a closed valve, you keep the sphere completely over the opening, so its closed. However, by moving the sphere a little, you can have a little opening. To move the sphere, you simply place a magnetic field near it. The stronger the field, the more the sphere would move, hence opening up the port/valve even more. And you could run it at any RPM since there isn't the regular valvetrain motion.
Howard? Eli? Roger? Let's get back to electromagetic valves and other cool ish that can be done to maximize power in engines.
I had an idea of using small spheres instead of the current valves. When you want a closed valve, you keep the sphere completely over the opening, so its closed. However, by moving the sphere a little, you can have a little opening. To move the sphere, you simply place a magnetic field near it. The stronger the field, the more the sphere would move, hence opening up the port/valve even more. And you could run it at any RPM since there isn't the regular valvetrain motion.
I think valves in their current form are here to stay.. They're proven reliable..
As for the electromagnetic valvetrain.. I do think we'll see it eventually, but...
:Q
I also found a PDF that is pushing a 42V automotive electrical system due to the forseen increase in electronic and electromagnetic systems.. but it's kinda old, 1996.. as is most of the talk about the Renault, ~2000.
I think I'll go to school to become an Internal Combustion Engine designer.
That would be kickass.I don't know, but Lotus had a lot of good things going. They used active suspension, which only sapped a nominal 7HP.Originally posted by: mAdD INDIAN
Originally posted by: Howard
I'd definitely need a link for that.Originally posted by: FrustratedUser
Originally posted by: Eli
Hmm.. Interesting, maybe electromagnetically actuated valves are closer than I thought.
Seems like there was a pretty big discussion about it a while back. But yeah, it would be a milestone in IC engine technology, that's for sure.
E-VTEC, anyone?
The Formula 1 engine from Renault uses electromechanical valves. Hopefully the tech will trickle down to consumer level in the next 5 years.
Didn't Lotus experiment on electomagnetic valves and even used it in their F1 engines in the 80s/90s?? I'm fairly certain they did.
Howard: Doesn't Ducati use the desmo...something valve technology(the one you discussed earlier in the thread) in their motorcycle engines?
And yes, Ducati uses desmodromic valvetrains in their motorcycle engines.
How about incorporating a fuel injector into the sphere (or rather, a sphere that can inject fuel). That could aid fuel atomization, but that would probably be too much moving mass.
0roo0roo
No Lifer
- Sep 21, 2002
- 64,795
- 84
- 91
from how stuff works. for you diesel pushers
Diesel engines have never really caught on in passenger cars. During the late 1970's, diesel engines in passenger cars did see a surge in sales because of the OPEC oil embargo (over half a million were sold in the U.S.), but that is the only significant penetration that diesel engines have made in the marketplace. Even though they are more efficient, there are eight historical problems that have held diesel engines back:
Diesel engines, because they have much higher compression ratios (20:1 for a typical diesel vs. 8:1 for a typical gasoline engine), tend to be heavier than an equivalent gasoline engine.
Diesel engines also tend to be more expensive.
Diesel engines, because of the weight and compression ratio, tend to have lower maximum RPM ranges than gasoline engines (see Question 381 for details). This makes diesel engines high torque rather than high horsepower, and that tends to make diesel cars slow in terms of acceleration.
Diesel engines must be fuel injected, and in the past fuel injection was expensive and less reliable
Diesel engines tend to produce more smoke and "smell funny".
Diesel engines are harder to start in cold weather, and if they contain glow plugs, diesel engines can require you to wait before starting the engine so the glow plugs can heat up.
Diesel engines are much noisier and tend to vibrate.
Diesel fuel is less readily available than gasoline
One or two of these disadvantages would be OK, but a group of disadvantages this large is a big deterrent for lots of people.
The two things working in favor of diesel engines are better fuel economy and longer engine life. Both of these advantages mean that, over the life of the engine, you will tend to save money with a diesel. However, you also have to take the initial high cost of the engine into account. You have to own and operate a diesel engine for a fairly long time before the fuel economy overcomes the increased purchase price of the engine. The equation works great in a big diesel tractor-trailer rig that is running 400 miles every day, but it is not nearly so beneficial in a passenger car.
As mentioned, the list above contains historical disadvantages for diesel engines. Many of the new diesel engine designs using advanced computer control are eliminating many of these disadvantages -- smoke, noise, vibration and cost are all declining. In the future, we are likely to see many more diesel engines on the road.
Diesel engines have never really caught on in passenger cars. During the late 1970's, diesel engines in passenger cars did see a surge in sales because of the OPEC oil embargo (over half a million were sold in the U.S.), but that is the only significant penetration that diesel engines have made in the marketplace. Even though they are more efficient, there are eight historical problems that have held diesel engines back:
Diesel engines, because they have much higher compression ratios (20:1 for a typical diesel vs. 8:1 for a typical gasoline engine), tend to be heavier than an equivalent gasoline engine.
Diesel engines also tend to be more expensive.
Diesel engines, because of the weight and compression ratio, tend to have lower maximum RPM ranges than gasoline engines (see Question 381 for details). This makes diesel engines high torque rather than high horsepower, and that tends to make diesel cars slow in terms of acceleration.
Diesel engines must be fuel injected, and in the past fuel injection was expensive and less reliable
Diesel engines tend to produce more smoke and "smell funny".
Diesel engines are harder to start in cold weather, and if they contain glow plugs, diesel engines can require you to wait before starting the engine so the glow plugs can heat up.
Diesel engines are much noisier and tend to vibrate.
Diesel fuel is less readily available than gasoline
One or two of these disadvantages would be OK, but a group of disadvantages this large is a big deterrent for lots of people.
The two things working in favor of diesel engines are better fuel economy and longer engine life. Both of these advantages mean that, over the life of the engine, you will tend to save money with a diesel. However, you also have to take the initial high cost of the engine into account. You have to own and operate a diesel engine for a fairly long time before the fuel economy overcomes the increased purchase price of the engine. The equation works great in a big diesel tractor-trailer rig that is running 400 miles every day, but it is not nearly so beneficial in a passenger car.
As mentioned, the list above contains historical disadvantages for diesel engines. Many of the new diesel engine designs using advanced computer control are eliminating many of these disadvantages -- smoke, noise, vibration and cost are all declining. In the future, we are likely to see many more diesel engines on the road.
0roo0roo
No Lifer
- Sep 21, 2002
- 64,795
- 84
- 91
from how stuff works. for you diesel pushers
Diesel engines have never really caught on in passenger cars. During the late 1970's, diesel engines in passenger cars did see a surge in sales because of the OPEC oil embargo (over half a million were sold in the U.S.), but that is the only significant penetration that diesel engines have made in the marketplace. Even though they are more efficient, there are eight historical problems that have held diesel engines back:
Diesel engines, because they have much higher compression ratios (20:1 for a typical diesel vs. 8:1 for a typical gasoline engine), tend to be heavier than an equivalent gasoline engine.
Diesel engines also tend to be more expensive.
Diesel engines, because of the weight and compression ratio, tend to have lower maximum RPM ranges than gasoline engines (see Question 381 for details). This makes diesel engines high torque rather than high horsepower, and that tends to make diesel cars slow in terms of acceleration.
Diesel engines must be fuel injected, and in the past fuel injection was expensive and less reliable
Diesel engines tend to produce more smoke and "smell funny".
Diesel engines are harder to start in cold weather, and if they contain glow plugs, diesel engines can require you to wait before starting the engine so the glow plugs can heat up.
Diesel engines are much noisier and tend to vibrate.
Diesel fuel is less readily available than gasoline
One or two of these disadvantages would be OK, but a group of disadvantages this large is a big deterrent for lots of people.
The two things working in favor of diesel engines are better fuel economy and longer engine life. Both of these advantages mean that, over the life of the engine, you will tend to save money with a diesel. However, you also have to take the initial high cost of the engine into account. You have to own and operate a diesel engine for a fairly long time before the fuel economy overcomes the increased purchase price of the engine. The equation works great in a big diesel tractor-trailer rig that is running 400 miles every day, but it is not nearly so beneficial in a passenger car.
As mentioned, the list above contains historical disadvantages for diesel engines. Many of the new diesel engine designs using advanced computer control are eliminating many of these disadvantages -- smoke, noise, vibration and cost are all declining. In the future, we are likely to see many more diesel engines on the road.
Diesel engines have never really caught on in passenger cars. During the late 1970's, diesel engines in passenger cars did see a surge in sales because of the OPEC oil embargo (over half a million were sold in the U.S.), but that is the only significant penetration that diesel engines have made in the marketplace. Even though they are more efficient, there are eight historical problems that have held diesel engines back:
Diesel engines, because they have much higher compression ratios (20:1 for a typical diesel vs. 8:1 for a typical gasoline engine), tend to be heavier than an equivalent gasoline engine.
Diesel engines also tend to be more expensive.
Diesel engines, because of the weight and compression ratio, tend to have lower maximum RPM ranges than gasoline engines (see Question 381 for details). This makes diesel engines high torque rather than high horsepower, and that tends to make diesel cars slow in terms of acceleration.
Diesel engines must be fuel injected, and in the past fuel injection was expensive and less reliable
Diesel engines tend to produce more smoke and "smell funny".
Diesel engines are harder to start in cold weather, and if they contain glow plugs, diesel engines can require you to wait before starting the engine so the glow plugs can heat up.
Diesel engines are much noisier and tend to vibrate.
Diesel fuel is less readily available than gasoline
One or two of these disadvantages would be OK, but a group of disadvantages this large is a big deterrent for lots of people.
The two things working in favor of diesel engines are better fuel economy and longer engine life. Both of these advantages mean that, over the life of the engine, you will tend to save money with a diesel. However, you also have to take the initial high cost of the engine into account. You have to own and operate a diesel engine for a fairly long time before the fuel economy overcomes the increased purchase price of the engine. The equation works great in a big diesel tractor-trailer rig that is running 400 miles every day, but it is not nearly so beneficial in a passenger car.
As mentioned, the list above contains historical disadvantages for diesel engines. Many of the new diesel engine designs using advanced computer control are eliminating many of these disadvantages -- smoke, noise, vibration and cost are all declining. In the future, we are likely to see many more diesel engines on the road.
Well the one good thing about diesel is taht you can use biodiesel, which dramatically reduces emissions. Just a 20% mix of biodiesel with regular diesel will reduce emissions by a lot. However it is expensive, but you can try to make your own (it's been done before).
Back to my valve theory...if you have a sphere, you have to move it very little, compared to moving a valve up and down.
What about rotary's, how is their valvetrain (if it even is a valvetrain).
Back to my valve theory...if you have a sphere, you have to move it very little, compared to moving a valve up and down.
What about rotary's, how is their valvetrain (if it even is a valvetrain).
But in a two-stroker, you mix the oil into the fuel...I never understood that.
Oh ya...Eli..your the master of small engines right? I wanted to play around with the engine in my Craftsman 5.5HP lawnmower. It's the direct ignition one-pull start mower. I figure its a cheap way to tinker around and learn something. First off, what kind of engine is in there?
For fun, I removed the exhaust box...the engine sounded almost like a Harley. Don't worry htough, I put the exhaust box back on. Removed the intake too..but nothing cool happened (same sound as well).
I remember reading an article from the Automotive Engineer (some mag i got from the SAE society), it was regarding Nissan's Primera, it has direct injection
the engine is small though, I remeber its code is QV20DD and QV18DD (DD stands for DOHC and Direct Injection)
the horsepower increase over the QV20DE or QV18DE is roughly about 10 percent, iirc.
the engine is small though, I remeber its code is QV20DD and QV18DD (DD stands for DOHC and Direct Injection)
the horsepower increase over the QV20DE or QV18DE is roughly about 10 percent, iirc.
Well, rotaries use oil injection to lubricate the apex seals, AFAIK.
In a traditional 2-cycle engine, you have to mix oil with the gas because there is no seperate oil sump. Some more advanced 2-cycles have a seperate oil tank, and use oil-injection. Still the same principal though.. the mixed oil/fuel lubricates the mains/crank/cylinder as it's pumped through the engine. It's just more user friendly, typically found on things like snowmobiles and scooters.
If it's a craftsman mower, it's probably a Briggs and Stratton engine. They're cheap, fairly reliable with proper maintenance.. and fun to tinker with.
I wouldn't recommend running it without the air filter though, heh. You'll suck nasties up... Indeed, they are very loud with no muffler.
As for something to tinker with, if it's your main mower.. I wouldn't bother. When I was younger, I called up all the small engine places in the phone book and asked if they had any horizonal shaft engines that were in the junk pile that they'd sell me for cheap. Picked 3 up for like 20 bucks, and made 2 running engines out of them.
You could also find a 25$ mower in the paper, but honestly a horizonal shaft is more fun because you don't have to worry about a blade, and you can bolt it to your bench so it's at working level. Can also look on eBay.
Some fun things to do:
1) Run with no oil. See how many times it will freeze up before it throws the rod.
2) With cast iron engines, clog the cooling air intake and run it until the head is glowing a nice cherry red. Makes a dramatic effect at night.
3) Put half a tube of valve grinding compound into the oil. Run the engine until it won't run anymore, and then tear it apart and observe damage. This lets you know how important oil filters are in cars. You can feel the lip in the cylinder, and the mains are usually so sloppy the flywheel will rub the magneto.
4) Stick it full throttle, see how long it will run.
5) Use your imagination
http://www.europeancarweb.com/features/0307ec_engines/
I believe this article points out that Mercedes Benz had direct injection technology for a while
I believe this article points out that Mercedes Benz had direct injection technology for a while
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