I wanted to share something I did related to piston speeds. As you know Formula 1 is near the pinnacle of technology in engine development. Back in 2003, I read an article about how the BMW Racing team developed their engine. The article stated they were very proud that for the 2003 season, their engine was a 3 liter V10 design which had a maximum racing RPM of 19200 and the piston sustained a maximum piston speed of 40 meters per second (which equals 7872 feet per minute maximum). The article further stated their piston sustained a maximum acceleration of 10,000 times the force of gravity at maximum revolutions per minute.
I was always curious about the bore vs stroke for such a small displacement, high revving engine, but they always kept that secret. I grabbed my old Dynamics book and realized I could solve for bore and stroke by two methods, using angular velocity and again by piston acceleration.
Please note, I found a typo on Page 1. It says VA and VB are parallel, when clearly it should be written VB and VC are parallel.
Enjoy and discuss!
From Ted Yoder on ACE http://www.arizonacorvetteenthusiasts.net/arizonavette/forums/index.php?showtopic=21192
OK, if there has one thing that being a forum surfer has taught me over my brief tenure of being such, is there are a lot of things that affect, generate, hinder and enhance engine performance that are not understood or simply just ignored.
Most of this stuff is simply just not shared, be it that they are considered speed secrets or the lay person simply does not understand it, whatever.
I wanted to start a thread to discuss some factors that affect engine performance and the parameters that performance engines live within. Read, argue, whine or cry, this is the truth. And as Jack Nicholson said in "A Few Good Men"- "you can't handle the truth". Well, maybe you can, let's find out.
Get your calculators ready, over the next few weeks, you will need them.
Now, with all of that out of the way, let's start by nailing down the first thing we need to consider when wanting to build a new engine and get the maximum performance out of it. Knowing what we want to use it for will deliver the best possible results. Building a high strung engine to take the family to picnics on Sundays will probably not deliver the experience you are after. Well, maybe the experience you are after, but probably not everyone else in the car.
The best place to build a starting point is to determine intended purpose of our engine and then correlate this to a range of piston speeds.
Piston speed will have a crazy-huge effect on how the engine performs.
I am going to break this down into different categories. For those of you playing along at home, I will give you several examples to experiment with, I am not going to lead you down a primrose path to a result that I have predetermined. Your rules, build what you want without spending a dime.
OK, the categories are:
Street engines (stock)
Mild performance or street/strip
Endurance/NASCAR/Road Race
Maximum effort (Mileage limited/drag race)
AYFKM effort (Component failure limited)
Now, the classification for each of these categories are split by how fast we fling the piston. But first, I guess we need to know how to determine piston speed so we can then determine which category we belong in, or vice versa.
The formula for Mean Piston Speed (MPS) is MPS in ft per minute=(inches of crankshaft stroke x (engine RPM/6))
Depending on the stroke of the crankshaft, and the RPM you expect to see, we can categorize our engine. This will affect our pocketbook, because it will directly affect the type and quality of parts we need to buy to support our performance objectives.
Now let's put these categories in a manner where piston speed can help us determine what we are building. Or, what we need to build to fit into a certain performance category.
Street engines (stock) 2000 to 3000 ft/min
Mild performance or street/strip 3000 to 4000 ft/min
Endurance/NASCAR/Road Race 4000 to 5000 ft/min
Maximum effort (Mileage limited/pro class drag race) 5000 to 6000 ft/min
AYFKM effort (Component failure limited) 6000 to 7500+ ft/min
OK, so if you tried a few different combinations, you probably realize we can change the category by solely changing the stroke, changing our RPM, or both. So great, wow, what a speed secret. Thanks a whole pantload Parker, I read through all of this for that? You're an asshole. Yeah, I know I am, thanks. But the thing that we need to understand about the formula is you need to understand engine speed (RPM) is power. Let's take a look at two theoretical engines and another formula, this one you have probably seen.
Horsepower = (Torque x RPM)/5252
By solely changing RPM, I can make one of these engines a grocery getter and the other, an F1 contender.
Two little six cylinders; both make an eyeball popping 246 pound feet of torque :lol
In the first one, my maximum usable RPM is 4500, and when plugged into the above formula (go ahead and do it, doofus), we see the engine is capable of making about 210 horsepower. :facepalm:
Now we will leave everything the same as far as torque, but let's give the engine an F1 race car caliber RPM of 19,250. After you do the math (I don't have to call you doofus this time, do I?) we see that though my torque stayed 246 lb/ft, my horsepower climbed to a panty-dropping 910! :willy
RPM is power folks, RPM is the shit. RPM can also stand for "Ruins People's Motors" if you don't know how to handle your newfound knowledge.
Piston action has a dramatic effect in the way air and fuel enter, and exhaust leaves the engine. Going back to our categories, we are going to relate the effectiveness of this piston action with our engine and piston speed categories. We do this using something called Volumetric Efficiency, or VE. VE simply put is; if I have a 100 cubic inch engine, and that engine can breathe in and expel 100 cubic inches of air for every camshaft (two crankshaft) revolution(s), it is 100 percent volumetric efficient. If the design of the heads, intake and exhaust only allow 85 cubic inches of airflow through the engine, it is 85% volumetric efficient. If it can move 110 cubic inches of air flow, then it is 110% volumetric efficient. Are engines over 100% VE possible? Why yes, yes they are, and I am going to show you how to build one. Wow, a 350 cubic inch engine that can move 385 cubic inches worth of airflow? Oh yes, yes indeed.
But that will wait until the next installment, for now, let this digest.
Street engines (stock) 2000 to 3000 ft/min 80-90% VE
Mild performance or street/strip 3000 to 4000 ft/min 90-110% VE
Endurance/NASCAR/Road Race 4000 to 5000 ft/min 110-120% VE
Maximum effort (Mileage limited/pro class drag race) 5000 to 6000 ft/min 120 to 127% VE
AYFKM effort (Component failure limited) 6000 to 7500+ ft/min 125 to 128% VE
So we have learned that how fast the piston moves has a great affect on the performance I can expect. And we also learned that piston speed is primarily controlled by the stroke of the crankshaft and the RPM of the engine. We also see how changing piston speed makes my engine fall into different performance categories.
Next time I will give you some real world examples I have tuned on the engine dyno and tested on the drag strip, as well as begin to talk about hw we get the air into the engine to take advantage of all of this piston speed we just talked about.
Cheers, Parker
I've been fiddling a bit with the Vette. I have a few projects to do now that I've become a lot more familiar with the car in the last two and a half months.
Although the car sounds cool, the cheap aftermarket mufflers are completely rusted inside. The baffles are all loose with lots of holes. On the outside they look new. They are the source of most of the rattles.
The lumbar supports on the sport seats don't work. I can't hear the pumps run so inspecting electrics first on those.
Rear speaker amps are toast. Expensive so it's not high on the list.
Steve’s 1990 C4
Tranny service due. No biggie and not expensive.
PRNDL lights are out. Not bad considering it's 22 years old and all other lights work. I was amazed at the sheer number of lights inside. Courtesy lights and mood lighting. The interior alone must have 15 individual lights.
Drivers side headlight motor needs to be repaired. It works most of the time. LOL.
It's a pretty short list considering the age.
It pretty much sits in the garage. We are in the 100's (110 today) this week so it's morning and evening use. The ac does not work but it still has the factory seals on the service ports so I'm hoping for good news there. We do have R12 available here. I unbolted the roof when I got it and it hasn't been back on since. I always wanted a convertible and the coupe is a good compromise.
The most annoying thing about the car is the static electricity. It doesn't shock me or anything but dust sticks to it like glue and the California duster only moves it from place to place. I never thought about a "plastic" body in that way. The duster works just fine on my steel cars.
I love reading about cars. While reading a book entitled “CAR WARS” by Mantle, I ran across some interesting cars. So I thought I’d toss down some notes on them see what you think.
The first one was called the Tatra T87 and it was actually a Czech car, built in the city of Koprivnica. During WWII it was occupied by the Germans. Stories have it that the V8 was too much for the German officers could handle and “so many were killed the German high command” ordered the factory to stop producing the cars.
After the war of course the Russians, by agreement with the Allies, got control of the Czech country and had the Tatra T87 produced. The Tatra painted in Russian colors were used to smuggle out scientist from behind the Iron Curtain. Part of the agreement with the Allies was that each party was allowed to drive from Austria to Czechoslovakia freely. The West German intelligence would transport the “specially painted” T87’s in an enclosed van and then unload them, grab the scientists and drive back to Austria in Tatras painted with Russian colors unchecked.
So what the heck did this cars look like? What were the spec? Take a look!!
The finned T87
Image is from the Lane Motor Museum
It was powered by technically advanced 2.9 liter air-cooled overhead cam V8 produced 85 hp, and had a top speed of over 100 mph. (Image from the Lane Motor Museum)
Listen if it’s a Corvette and you want to make it go faster…I’m fine with that. Who cares, why you want to make it go faster?
From http://www.corvetteonline.com
What would possess someone to create a Corvette with over 2,200 horsepower? Does it really matter? With an amazing feat like that, we didn’t think so. Take a look at the unbelievable Top Speed C5 Z06 that has over three times the amount of horsepower as a modern ZR1 at the April Ohio Mile event in the Wyldfantasies Media Studios video above.
Built by Hinson Motorsports, “Record Hunter” is among the most powerful Corvettes we’ve ever seen and there’s reason for that. Bringing the car to its astounding 2,246 HP rating at 7,800 RPM is a massive build the crew completed back in March.
Under the car’s hood you’ll find a 427 cubic inch RHS Aluminum Tall Deck Block assembled and machined by Butler Performance. Stuffed inside this block are aluminum connecting rods, Diamond pistons and a Callies Ultra Center Counter Weight Billet Camshaft, as well as a custom high capacity oil pan from Doug Lee Engineuity.
Making up the engine’s top end are TEA-ported Trick Flow 245cc heads, Crower roller rocker arms, COMP Cam pushrods, a custom COMP solid roller camshaft and a GM EFI carb-style intake manifold. But these components alone aren’t what gives Record Hunter its massive amount of horsepower.
That extra boost comes from an intricate custom turbocharger system featuring a 118mm turbo, custom air to water intercooler, Tial wastegate and blow off valves, and a 5-inch downpipe all working to the tune of 34 PSI manifold pressure.
Of course, a build like this makes for extra fuel needs, which the team has dialed in using a Holley Dominator EFI system and Bosch 160 pound-per-hour injectors, as well as a regulator and fuel pumps from Fuelab.
The whole build is backed by a RPM-built TR6060 transmission with a SPEC twin disc clutch and an RPM ZR1 differential with Quaife LSD.
Surprisingly, the Corvette looks relatively like the C5 production car it started out as, minus the modified hood, roll cage and custom adjustable rear wing, of course. But obviously, looks can be deceiving. And 18-inch wheels from True Forged Wheels wrapped in Hoosier R6 rubber make sure that as much of Record Hunter’s power as possible is delivered successfully to the ground to turn heads like no other C5 can do.
After completing the build in March, the Hinson Motorsports crew took Record Hunter to the Ohio Mile, an East Coast Timing Association event in Wilmington, Ohio on April 29th to see what it could do. As the first standing mile event the Corvette raced at since its build, the April Ohio Mile proved to be a great tuning opportunity for the crew since the mile race was speed-limited to 150 MPH.
It may not look too far off from stock, but Record Hunter packs nearly 2,000 more horsepower than a stock C5 Z06.
As the car’s name suggests, future goals for Record Hunter are to set new standing mile records. With a car potentially capable of topping out at over 250 MPH, we’re sure Hinson Motorsports will be making history with the car this season. Be sure to watch out for Record Hunter at any of the standing mile events this year. To check out some in-car footage of the first standing mile pass the Corvette did since its build, watch the video below.
Now here’s a brand you don’t see much in print. Nash produced some very distinctive cars and as many of you know the company eventually morphed into AMC that brought us some great models like the Javelin and some interesting cars like the Gremblin.
For 1957 Nash produced the Ambassador in a couple of variations, Custom 4 door and the Super Country Club 2 door coupe (all Series 80s).
1957 Ambassador Custom
The other offering was the Rambler, which came in a couple of versions as well, the Custom 4 door (Series 20) and the Rebel (that name rings a bell…yes? AMC Rebel?) 4 door (Series 30) and they added a station wagon as well, the Super Cross Country (Series 10 w/6 cylinder).
’57 Nash Rambler
Yup..the Super Cross Country Rambler Wagon
These were all powered by one of the following engines.
Ambassador V8 which was an overhead valve configuration with cast iron block. 327 CID with bore of 4 x 3.25 and compression of 9.0:1. Making 255 hp with hydraulic lifters and a Carter 4bbl WCFB-2593SA carb. Hey it had dual exhaust!!
Ramber V8 which was 250 CID, overhead valve, cast iron block power plant. The 3.5X 3.25 bore and stroke with a 8.0:1 compression ratio help produce 190 hp. It had no-adjustable hydraulic lifters and a Carter 2bbl model WGD-2352SA carb.
Ramber Rebel V8 which displaces 326 cubic inches rated at 255 hp and identical to the Ambassador V8 but with Solid lifters.
Lastly here was the Rambler Six. It was an inline (straight) 6 cylinder, iron block engine with a bore and stroke of 3 1/8 x 4.25 inches. This helped create a compression ratio of 8.25:1 and 125 hp. It was fitted with a one barrel Carter carb, model AS-2580S. There was an option that could be order that s was called the Power Pack which was really just a 2bbl carb that added 10 more horse power (135). That extra boost would help when hauling around 3034 lbs wagon.
Ok car and Mustang fans you are going to like this:
BOOM!
Agent 47 Harbinger Mustang for racing or street!!!
Isn’t that wicked looking?
They tried for the look of the 69 TransAm Mustang.
Shelby 1969 TransAm Mustang
The Harbinger is built for track or high performance street duty. Here are some specs and more pics. (Check out the racing video too.)
– Limited production of 250 serialized chassis
– Harbingers can be built using a brand new Dynacorn repro body or an existing 69 or 70 Mustang shell. {but it would have to be the fastback or sports back – not my ’70 Coupe 🙁 }
Race spec, low visual obstruction design, 12 point, chassis stiffening roll-cage of DOM steel.
Race proven SLA (double A-arm) Front suspension.
Ultra stable, Bill Osborne designed, V-link rear suspension.
Speedway Engineering 9” full floating rear axle.
Penske adjustable racing shocks with optional weight jacks at all four corners.
Ducted, low drag and lift hood, engineered and crafted by Agent 47.
Come ON!!! Tell me that’s not awesome!!!
Agent 47 designed vintage Recaro style racing seats.
Agent 47 designed, lightweight, Forgeline racing wheels.
Those are nice!!!
Brakes and master cylinders by AP racing.
Check out this set up.
16 lightweight components manufactured using the latest Rapid prototyping technology.
NVH controlled interior with strategic, lightweight, sound dampening materials.
A work of art. Very limited body roll with this set up. Much improved over the original ’69 TransAm
I’m not advertising for these guys, I just really like what they’ve done. There are parts for Fox bodied and other Mustangs as well.
Here a long racing video (cameras are set up for you can see how the body reacts to cornering).
I wanted to share this link because I was surprised at what Tom Pike does to some of the cars he modifies. We are talking 6-8 inches to a Challenger!!!!
– they re-attach the factory fuel door and add a longer filler neck
– for this particular car they shaved the door handles and blacked out the turn signals and side markers
To this car they added 10 1/2″ wide tires in the front and 13″ wide tires in the rear!! They also lowered the car with Hotchkis suspension with coilover shocks.
It’s beautiful:
Tommy Pike’s Customs
WOW!!!
Oh… and the wheel are custom-made by MHT Luxury Alloys. The wheels are 3 piece and took 3 months to create.
Another classic spotted in my local supermarket (does anyone actually use the word ‘supermarket” any more?).
This 1957 Chevy has all the chrome you might want. It appears to have fairly new paint. I love the wrap around windows and the exhaust exiting the rear bumper. (If I could figure out how to make that happen with my Mustang I would!!)
Of course I couldn’t hang around in the parking lot waiting for the owner, but would have loved to see the engine compartment.
You can tell the ’57’s a mile away.
Love bumper chrome and the wrap around windshield. Oh…that’s my grocery cart in the background.
Paint looked flawless on this car. Not labeled as a Bel Air or Impala and clearly not a ‘plan jane’ One Fifty.
Love the exhaust exit location on these cars!!
Chevy‘s standard engine for these cars was the 6 cylinder. The V8’s were considered a separate series and not an option. Chevy produced over 1.5 million cars in 1957, second only to Ford.
Have a really cool parking lot find? Drop me a note and we get it posted up.
