and how can you get more from your engine?


thanx mark

 

torque to it more

 

high cylinder pressures. Either extra capacity or extra boost are the only ways to significantly make a difference.

 

Or nitrous of course, thats the single best torque adder going.


But basically the crux of it is whatever you do you need to get it to consume more air PER CYCLE, ie revving it more might make you more power by having cycles occur more often but it wont actually increase torque (in fact as revs increase its harder to maintain torque generally)

 

More boost!!!!

 

BMEP

and your cranks leverage

 

or even just boost in the 1st place in the case of most ford V6s

 

any more suggestions

 

No replacement for displacement

 

you only have a few options... all of which are variations on a theme!

You need more air in.... to which you add the right amount of fuel. An engine is an air pump - get more air in and out you get more power.

So, to increase torque:

Turbo/supercharger - more boost

Noz - gets more air and fuel in directly

more CC - bigger bore / stroke!


Alex

 

gess sum more porting of the heads will do for a start then maby noz


thanx for your replys

 

I thought larger ports/valves would lose torque across the rev range and that torque had some kind of relationship with the speed of airflow more than the amount

The old thin pipe/thick pipe analagy?

 

A friend of mine on a nitrous forum i use had his sig as:



Nitrous, a replacement displacement for the chemical generation



Boost is a good displacement replacement too, as any 600bhp skyline owner will tell you when his engine is so much lighter than a big block chevvy with the same power.

 

you are half right, but for the wrong reasons.

having larger ports and valves drops gas speed, dropping gas speed at low rpm can result in the cylinders not filling as well, so the amount consumed in a cycle drops, and its this drop that then results in less toque.

conversely at higher rpm opening things up to allow the engine to breathe more easily actually results in an increase in torque, as it improves the amount consumed not reduces it.


effectively every point in the rev range has a different optiumum port size, valve size, cam duration etc, go either side of that size and you get less torque (and hence less power at that point in the rev range)

 

 

intresting chip

i have had sum head work all ready wuld it be worth getting a bit more done?

would a camshaft do anything at all?


i dont realy want to turbo or super charge as id have to go over to aftermarke manegment and that will start to cost way to much for a daly runner


thanx mark

 

have a look at this mate

The Case For Torque
Now, what does all this mean in carland?

First of all, from a driver's perspective, torque, to use the vernacular, RULES . Any given car, in any given gear, will accelerate at a rate that *exactly* matches its torque curve (allowing for increased air and rolling resistance as speeds climb). Another way of saying this is that a car will accelerate hardest at its torque peak in any given gear, and will not accelerate as hard below that peak, or above it. Torque is the only thing that a driver feels, and horsepower is just sort of an esoteric measurement in that context. 300 foot pounds of torque will accelerate you just as hard at 2000 rpm as it would if you were making that torque at 4000 rpm in the same gear, yet, per the formula, the horsepower would be *doubled* at 4000 rpm. Therefore, horsepower isn't particularly meaningful from a driver's perspective, and the two numbers only get friendly at 5252 rpm, where horsepower and torque always come out the same.

In contrast to a torque curve (and the matching pushback into your seat), horsepower rises rapidly with rpm, and especially so when torque values are also climbing. Horsepower will continue to climb, however, until well past the torque peak, and will continue to rise as engine speed climbs, until the torque curve really begins to plummet, faster than engine rpm is rising. This is a key point. If you mess about with the formula, you can see that, as long as torque values aren't dropping at a rate that is as great or greater than the rise in rpm, horsepower will climb.

However, as I said, horsepower has nothing to do with what a driver *feels*.

You don't believe all this?

Fine. Take your non turbo car (turbo lag muddles the results) to its torque peak in first gear, and punch it. Notice the belt in the back? Now take it to the power peak, and punch it. Notice that the belt in the back is a bit weaker? Fine. Can we go on, now?

andy