Short article on turbo heads and piston design

[Mike T]

Short but informative article from Engine Builders Magazine. The larger chamber and domed piston is something I've been kicking around in my head for a while now. Other interesting things like displacement are discussed as well.

http://www.enginebuildermag.com/2017/06/turbocharging-supercharging-just-discovering-true-potential/

edited for direct link to article

 

[750H.P.V6]

Sounds like I'm gonna have to throw out my new pistons and get rid of my Stage II heads.

Neal

 

[Mike T]

Sounds like I'm gonna have to throw out my new pistons and get rid of my Stage II heads.

Neal

Can't see our stuff being obsolete any time soon. It is very interesting to follow current trends to see how it all pans out though.

 

[S10xGN]

Can't see our stuff being obsolete any time soon. It is very interesting to follow current trends to see how it all pans out though.

Current trend from 2001. Engine tech is always interesting though...

 

[Mike T]

Current trend from 2001. Engine tech is always interesting though...

Fixed the link...the header article made it confusing with the 01 date.

 

[750H.P.V6]

The only time I've seen a domed piston in a Buick V6 was when I bought some parts from a guy that raced super stock. His compression ratio was 15.5 to 1 as I recall. Running a domed piston and having a turbo friendly compression ratio would be a good trick.

Neal

 

[Mike T]

Really no need to reinvent the wheel..the power levels are already pushing the limits of the blocks.
I bring these sort of topics to the table because I enjoy tinkering and thinking of different things that may or may not work out.

The article got me thinking again about how a quenchless dome head with canted valves would work out. Wouldn't go crazy with the piston dome just a slight convex shape like a modern hemi. Thinking a 4 inch bore and a 3.25 crank and maybe spin it a little higher.

GM produced a canted valve head for the 3.4 60 degree motor that appears to have bones to try something like this. They're aluminum so you could tig the hell out of them if needed.

 

[Mike T]

Some of this sounds a lot like the "destroking" thread discussion.

 

[earlbrown]

I went into that article thinking ''Why would you want to put a slow burning dome in an engine by choice"


Then the article indicated that they were shooting for a slow burn... but never really said why.


I think I'll stick with my desire to have a faster burn and less timing advance.

 

[Mike T]

Maybe tuning window related, like higher octane fuel having a slower burn rate. I found the cubic inch VS RPM interesting........seems to be a disproportionate advantage going to the smaller cubes.

 

[earlbrown]

That's actually a wives tale that higher octane burns slower. It's true in some cases, but not all.


I did catch the part about it being better to zing an engine harder using a shorter stroke for ''better'' results.... with no mention of the valvetrain and what those extra RPMs do to longevity and efficiency (and budget). That part of the article started to make me think they were building for dyno racing not real world use.

Since HP is a mathematically calculated number, you can make half the power, fire the plug twice as often and be at the same number on the readout.

 

[Mr.Spool]

Maybe tuning window related, like higher octane fuel having a slower burn rate. I found the cubic inch VS RPM interesting........seems to be a disproportionate advantage going to the smaller cubes.

It's just where it makes the power

 

[Mike T]

If we were to take the article at face value the claim is that a 360 ci will make more power than a 450 ci with only a 13% increase in rpm. The conclusion was that the 360 had superior VE