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  #11  
Old 11-03-2005, 02:11 AM
Dante Dante is offline
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Default Re: fuel air

Quote:
Originally Posted by hotrod
This ensures that "ALL" the oxygen (or as close as you can get ) is used up as it is the oxygen used in combustion that limits power. You are willing to leave some fuel unburned to ensure all your oxygen is consumed.
Could you go into more detail about why using all the oxygen provides the most power.

Thanks a lot
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  #12  
Old 11-03-2005, 02:18 AM
PuntoRex PuntoRex is offline
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For generating power, we need both fuel & air.
On one given engine, the bottle neck is usually at the "air", not the fuel.
So we'd better use up every bit of it.
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  #13  
Old 13-03-2005, 11:47 AM
Richard L Richard L is offline
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Just in case, you have a diesel, the role is reversed. You need more fuel - the bottle neck is fuel.

Tuning up the boost or using bigger interccooler may not give any more power (mechanical diesel).
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  #14  
Old 13-03-2005, 12:26 PM
Richard L Richard L is offline
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I have dug out a few old pictures on combustion (spark ignition engine) that may be interesting:

Various spark configurations and flame developing and propagation speed:



Burnt fraction after spark:

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  #15  
Old 13-03-2005, 03:56 PM
Richard L Richard L is offline
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One more factor that will help you consume all your oxygen inside the cylinder - the burnt rate at various a/f ratios
(ref: Internal Combustion Engine Fundamentals - John B.Heywood. ISBN 0-07-028637-X )



Ignition timing had to be close to MBT (maximum brake Torque) timing to achieve maximum cylinder pressure (torque or power per RPM)



Figure left shown Cylinder pressure versus crank angle for overadvanced spark timing (50deg), MBT timing (30deg), and retarded timing. Your a/f ratio will greatly affect the MBT timing due to slowing down of burnt rate. Figure right shown the effect of spark advance on brake torque at constant speed and (A/F), at wide-open throttle. MBT is maximum brake torque timing.
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