Anybody else tired of SC/I/H/E topics?

4111 Views 39 Replies 11 Participants Last post by striptyler, Jan 12, 2007

striptyler

Discussion Starter · Apr 8, 2005

For some reason it always seems on these forums, that people fall to 4 things for power, i guess cause it's easier. I/H/E i think is a good place to start, and FI is always an easy way... but there have to be more creative, efficent means for adding power. I know a while ago, there were tests with chrome cylenders, i think textron was doing it, the idea being that there would be no wear in the cylender wall, so therefore you could run tighter clearences, but engines ate a lot of oil with those. High compression stuff can be cool also. When riding my bike, i ran across a seat of intake manifold gaskets that created a venturi effrect going into the cylender heads. There is a company call Gammi, which make GamiJectores, fuel injectors that are specifficaly demensioned to each cylender to match the fuel flows (not all cyl. will get the same, fuel settings to each may vary as much as 25-50 deg LOP or ROP).

Just tryin to see what ideas people have beyond the basic I/H/E / FI... it all gets kinda repetitive

(and im willing to subject my car to many things, as long as i don't end up in the darwin awards)

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PhamKL

· #36 · Jan 11, 2007

Well that's going to be a huge loss to this community. I just got through perusing the Scionlife forums and the title of this thread is definitely justified. It's just people doing what others have done and what everyone does. I want power. Get a turbo. Done. Honestly, grabbing a high temperature thermostat? I think that's brilliant. The idea is simple and the solution stares at you everytime you open the hood but no one thinks about it! Of course, less room for a tuning error, but assuming Toyota reliability and otherwise normal operation, it's great.

And I'm totally going to ride this question on the tail of that post: does our engine run a Miller cycle at any point? The Prius's Miller cycle seemed easy enough to induce so maybe with a cam controller we could add a fifth stroke too? Or maybe one could induce deacceleration fuel cut off? Doc I showed that DFC doesn't exist in a useful range but using a partial throttle controller with MAP feedback (assuming a MAP reading at idle is unique and constant) could one get the injectors to effectively not inject fuel?

This thread is sorta becoming like an open forum for idle engineering....

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PhamKL

· #38 · Jan 11, 2007

I know the engine uses an MAF but I was talking about the MAP adapter for an engine management device but I guess there's no way to fool the ECM into cutting out fuel with a piggyback.

Anyways, Toyota also uses a Miller stroke! I don't know if it's actually implemented into anything in production but I found this article:
http://www.sae.org/automag/toptech/1298t06.htm

Specifically:
QUOTE

Further, the gasoline engine is specific to the hybrid application. It is a dual-overhead camshaft, 16-valve, 1.5-L inline four-cylinder unit with aluminum cylinder head and block. It is a long stroke engine with a unique bore pitch (distance between the bore centers) for the sake of compactness. The engine operates in a relatively narrow band, its upper limit being 4000 rpm, with emphasis on fuel economy, and its components are optimized in size (e.g., its thinner forged crankshaft, and smaller journal and pin diameters). The engine employs the Atkinson/Miller high-expansion principle by means of late intake-valve closing. While the engine's mechanical compression ratio is about 9:1, its virtual compression ratio (expansion ratio) is as high as 14:1, without inducing harmful detonation. The Atkinson/Miller cycle's known quality is a marked reduction in pumping losses.[/b]

so it takes more than just retarding the valve timing?

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