I believe one of either the IRL, or CART, or F1 engines is small displacement V8, but can rev to like 13,000 rpm. This is because the stroke of the engine is much shorter.
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Inserts sound of 1968 Hemi Dart pulling a 10 sec 1/4 mile ET. Stock. @7000+ RPM
**Boy Yeah**
Take that ferrari!
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Why would it burn the exhaust valves?
Is it because they like need the scavenging effect(and therefor fresh charge cooling effect) that a properly designed header would give?
Or does it have to do with heat transfer? I don't think the exhaust system helps keep anything cool though, if anything it traps heat.. since the exhaust gasses are in contact with metal much longer than if just being vented nearly straight to the atmosphere..
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Bingo!!!!!!!!!!!
Edit: the exhaust pulses act as negative pressure and literally suck the hot exhaust out of the exhaust ports, thus causing a cooling effect on the valves. Exhaust valves are treated to withstand very high temps. Leaded gas used to coat valves and help keep them from burning. But with the advent of unleaded gas, the valves have been redesigned to be stonger and even the valve seats have changed as well.
Ahh. That's interesting. Is that particular to the Ford 302, or what?
You could get around that with engine design.... but I guess there would really be no point, since you'd just end up with a really loud engine that didn't burn up its exhaust valves.. and probably a net decrease in power.. lol
<--- is most likely going to major in ICE design and/or thermal engineering when I go back to school....
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Manifolds help keep noise down and aid in the flow of exhaust.
It does apply to every internal combustion engine.
No,no,no !
If you run a engine with open exhaust ports, the exhaust valves will burn, not because of the scavenging effect, but because when you shut the engine down, cold air will enter through the open exhaust port, thus warping the extremly hot exhaust valve.
In fact, removing the exhaust manifolds and pipes, you drastically reduce the scavenging effect and lose horsepower and torque.
Gasoline does not explode inside internal combustion engines, it burns rapidly.
A flame front starts at the spark kernal between the spark plugs eletrodes, this flame front propigates across the combustion chamber, preignition (Ping, detonation) is gasoline exploding inside the cylinder(s), this causes a high pressure wave to travel very rapidly, this wave makes the engine block ring like a bell, thus you hear it as "ping".
Ok smart guys, here's a good question for you, let's see how everyone's memory is (I asked and answered this question before), what makes the exhaust gasses so loud ?
If you run a engine with open exhaust ports, the exhaust valves will burn, not because of the scavenging effect, but because when you shut the engine down, cold air will enter through the open exhaust port, thus warping the extremly hot exhaust valve.
In fact, removing the exhaust manifolds and pipes, you drastically reduce the scavenging effect and lose horsepower and torque.
Gasoline does not explode inside internal combustion engines, it burns rapidly.
A flame front starts at the spark kernal between the spark plugs eletrodes, this flame front propigates across the combustion chamber, preignition (Ping, detonation) is gasoline exploding inside the cylinder(s), this causes a high pressure wave to travel very rapidly, this wave makes the engine block ring like a bell, thus you hear it as "ping".
Ok smart guys, here's a good question for you, let's see how everyone's memory is (I asked and answered this question before), what makes the exhaust gasses so loud ?
CART engines are 2.65 liter turbo V8's that rev to 12K. They make around 750hp. (They used to rev to almost 17K)
IRL engines are 3.5 liter naturally aspirated V8's that rev to 10.5K. They make around 675hp.
F1 engines are 3.5 liter naturally aspirated V10's that rev to 19K. They make around 900hp.
All sound very different and unlike anything else in the world.
IRL engines are 3.5 liter naturally aspirated V8's that rev to 10.5K. They make around 675hp.
F1 engines are 3.5 liter naturally aspirated V10's that rev to 19K. They make around 900hp.
All sound very different and unlike anything else in the world.
On another note, F1 engineers have been amazingly adept at estimating the competition's horsepower figures by simply listening to the cars go by with a special microphone. They can tell from rpm and exhaust pulses per sec how much horsepower they make.
Oh also, an interesting read:
> Facts and figures on BMW's F1 engine
>
> It packs more than 900 bhp, weighs less than 90 kilograms and has a
> maximum engine speed of 19,200 rpm. The BMW P83 engine with which the
> BMW WilliamsF1 Team is pitching for the 2003 Formula One World
> Championship title will be put out to pasture after the final race -
> the Japanese Grand Prix - in three weeks' time.
>
> Up to now, no more than broad skeleton data on this power pack from
> the Munich Formula One factory have been released. Ahead of the last
> two races of the season in Indianapolis (28 September) and Suzuka (12
> October), its profile is now fleshed out.
>
> Who would have guessed, for example, that 1,950 CAD drawings were made
> for this engine? Printed out and laid end to end, they would cover a
> distance of 1.3 kilometres.
>
> Facts and figures:
> # Output of the BMW P83 is over 900 bhp.
> # Maximum engine speed is 19,200 rpm.
> # In a race, engine speed is limited to 19,000 rpm.
> # Idle speed is 4,000 rpm.
> # The engine weighs less than 90 kilograms.
> # It completes a distance of 500 kilometres before undergoing
> revision.
> # Total production of the BMW P83 is 200 units, ten of which the team
> takes to each race.
> # Before being phased out the engine will have received 1,388 upgrade
> modifications.
> # It comprises around 5,000 individual components, 1,000 of them
> different.
> # The air intake volume is 1,995 cubic metres per hour.
> # Maximum piston acceleration is 10,000g.
> # Piston speed peaks at 40 metres per second and averages 25 metres
> per second.
> # Exhaust temperatures of up to 950 degrees are reached.
> # Maximum air temperature in the pneumatic system is 250 degrees.
> # The ultra-high-speed 130R turn at Suzuka with its lateral load of 4g
> poses the greatest challenge to the oil system.
> # The BMW P83 endured the highest full-throttle proportion on the
> Monza circuit at 73 per cent per lap.
> # At the Monaco Grand Prix, the transmission and engine have to
> withstand an average 3,100 gear changes.
> # The engine block and cylinder head are made of cast aluminium and
> are manufactured at the BMW Formula One foundry in Landshut using a
> special thin-wall casting method.
> # BMW Munich handles, among other things the manufacture of the
> crankshaft (steel), camshaft (case-hardened steel) and camshaft
> covers, as well as processing of the cylinder head and crankcase. The
> oil system and engine electronics also stem from BMW Munich.
>
> BMW 83 engine timeline from concept to culmination:
> # Concept: November and December 2001
> # Design: January through May 2002
> # Model construction at the BMW foundry in Landshut: March through May
> 2002
> # Components manufacture: April through July 2002
> # Initial assembly: July 2002
> # First bench test: 31 July 2002
> # Test phase development stage 1: August 2002 through January 2003
> # First deployment in car: 18 September 2002
> # Development to race readiness: October 2002 to mid-February 2003
> # Further development: mid-February to season's final in October 2003
>
> In the meantime the test phase for the BMW P84 engine was launched.
> Following successful bench tests, it was already being tested on the
> track in its 2004 season specification at Monza on 4 September 2003.
> Facts and figures on BMW's F1 engine
>
> It packs more than 900 bhp, weighs less than 90 kilograms and has a
> maximum engine speed of 19,200 rpm. The BMW P83 engine with which the
> BMW WilliamsF1 Team is pitching for the 2003 Formula One World
> Championship title will be put out to pasture after the final race -
> the Japanese Grand Prix - in three weeks' time.
>
> Up to now, no more than broad skeleton data on this power pack from
> the Munich Formula One factory have been released. Ahead of the last
> two races of the season in Indianapolis (28 September) and Suzuka (12
> October), its profile is now fleshed out.
>
> Who would have guessed, for example, that 1,950 CAD drawings were made
> for this engine? Printed out and laid end to end, they would cover a
> distance of 1.3 kilometres.
>
> Facts and figures:
> # Output of the BMW P83 is over 900 bhp.
> # Maximum engine speed is 19,200 rpm.
> # In a race, engine speed is limited to 19,000 rpm.
> # Idle speed is 4,000 rpm.
> # The engine weighs less than 90 kilograms.
> # It completes a distance of 500 kilometres before undergoing
> revision.
> # Total production of the BMW P83 is 200 units, ten of which the team
> takes to each race.
> # Before being phased out the engine will have received 1,388 upgrade
> modifications.
> # It comprises around 5,000 individual components, 1,000 of them
> different.
> # The air intake volume is 1,995 cubic metres per hour.
> # Maximum piston acceleration is 10,000g.
> # Piston speed peaks at 40 metres per second and averages 25 metres
> per second.
> # Exhaust temperatures of up to 950 degrees are reached.
> # Maximum air temperature in the pneumatic system is 250 degrees.
> # The ultra-high-speed 130R turn at Suzuka with its lateral load of 4g
> poses the greatest challenge to the oil system.
> # The BMW P83 endured the highest full-throttle proportion on the
> Monza circuit at 73 per cent per lap.
> # At the Monaco Grand Prix, the transmission and engine have to
> withstand an average 3,100 gear changes.
> # The engine block and cylinder head are made of cast aluminium and
> are manufactured at the BMW Formula One foundry in Landshut using a
> special thin-wall casting method.
> # BMW Munich handles, among other things the manufacture of the
> crankshaft (steel), camshaft (case-hardened steel) and camshaft
> covers, as well as processing of the cylinder head and crankcase. The
> oil system and engine electronics also stem from BMW Munich.
>
> BMW 83 engine timeline from concept to culmination:
> # Concept: November and December 2001
> # Design: January through May 2002
> # Model construction at the BMW foundry in Landshut: March through May
> 2002
> # Components manufacture: April through July 2002
> # Initial assembly: July 2002
> # First bench test: 31 July 2002
> # Test phase development stage 1: August 2002 through January 2003
> # First deployment in car: 18 September 2002
> # Development to race readiness: October 2002 to mid-February 2003
> # Further development: mid-February to season's final in October 2003
>
> In the meantime the test phase for the BMW P84 engine was launched.
> Following successful bench tests, it was already being tested on the
> track in its 2004 season specification at Monza on 4 September 2003.
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