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 Post subject: Amazing head work and porting but what not to do
PostPosted: Mon Mar 11, 2013 5:27 pm 
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Joined: Mon Oct 16, 2006 10:09 pm
Posts: 1154
Location: Melbourne
Considering the amount of work for this turbo build to lower compression
You never ever ever re-design a combustion chamber by opening it up.
This owner had more money than sense and could have made better gains
by closing up the chamber to replicate a Hayabusa or Nissan clover design.

http://zc21s.blogspot.com.au/2012/11/to ... inder.html


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 Post subject: Re: Amazing head work and porting but what not to do
PostPosted: Mon Mar 11, 2013 5:56 pm 
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Joined: Thu Apr 12, 2007 7:07 pm
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Location: Brisbane
It says 'increased CR' in the title?

It looks to me like the work was more done to aid the valves than to lower compression. It looks like that head suffers from the same problem as the starlets where the head face hangs into the chamber. Going bigger in the valves gives very little gain as the air can't get around the outside of the valve. Or I could have no clue what im talking about.

Either way, screw trying to 'replicate' a hayabusa design. Just build a hayabusa motor. A friend just made 370hp atw on 12psi with a built busa motor on a base tune. Very well engineered little motor. There would be one or two of them in my car if they weren't so damn expensive std...

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With NA you get no turbo lag.......Wait, actually you have permanent turbo lag


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 Post subject: Re: Amazing head work and porting but what not to do
PostPosted: Mon Mar 11, 2013 10:17 pm 
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Location: Melbourne
Busa or Quacka motor all the way but in this case the author linking those pics definitely meant decrease compression for turbo just not that hot on his lingo he just uses online translators.

The main purpose of any inlet charge into a cylinder is to keep it as central away from the bore walls as possible, almost like making an australian rules football that then gets compressed into a small ball of very atomised fuel and oxygen before the big burn.

Having the chambers small allows the charge to stay central away from the bore walls and the speed at which it tumbles (4 valve) and swirls (in a 2 valve) in order to atomise the fuel with the available oxygen is the reason the chamber is so important and sometimes overhangs over the cylinder face especially in the latest high power turbo common rail diesel engines.

The Suzuki engineers are not as daft as some would think they are, even with less capacity they have always managed to make as much hp & torque available as possible throughout the rev range unlike many high hp peaky engines. Even without Vtec or VVL they manage to do this by clever engine principles before going with the norm in order to save money but also exhaust the last bit of information from the engineer it hires. Human time in Japan costs nothing (millions japanese people work overtime without pay more so than many countries) but production costs in terms of parts and materials is always kept down at Suzuki. Similar to Lotus in some ways where less weight = free power.

In this case they raised the height of the head to increase combustion chamber volume where a Hayabusa with its leaf clover CC can make supreme hp with low boost thanks to very efficient squish and very clever piston compatibility to the CC.


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