Sentences with phrase «of compression stroke»

By keeping an intake valve open during part of the compression stroke, some of the volume of unburned air / fuel mixture in the cylinder moves back inside the intake manifold and lowers the volume being compressed, or «pumped.»

The intake valves are open during some of the compression stroke.

Maybe using the valve train as a throttle somehow produces a higher vacuum at the beginning of the compression stroke even though the mass of air is the same?

In the case of the normally aspirated engine, at the start of the compression stroke the cylinder air / fuel volume is very high, this translates into a low starting pressure.

In a forced induction engine where at the start of the compression stroke the cylinder pressure is already raised (having a greater volume of air / fuel) Exp.

Either way, what is happening is an electrically controlled valve in the injector is being commanded to open to supply fuel each time the piston reaches the top of the compression stroke just before the spark plug fires.

I noticed that the pressure at the end of the compression stroke is much lower than expected, despite accounting for the fact that some air will always leak resulting in lower pressure and found the cause to be bleed / leak from the exhaust valve.

I need to achieve as much pressure as possible inside the cylinder at the end of compression stroke.

The intake valve opens during the intake stroke and closes at the start of the compression stroke.

Therefore # 1 piston is at TDC (closest point to the spark plug) twice in the cycle, and you need the spark to occur the second time - at the end of the compression stroke.

So will the oxygen ionize at the end of the compression stroke before ignition or only once the pressure starts to rise with the combustion flame front?

Not exact matches

Plow pose has caused strokes and been shown to cause spinal compression, impingement of vertebral arteries and overstretching of nerve tissue.

For the assumption made by Zaid on the stroke, a height change of 3.2 mm will produce that new compression.

e.g., (i) degraded combustion, if any, (ii) momentum in the moving engine parts prior to the clutch plate, (iii) momentum due to the physical displacement of the vehicle, (iv) friction due to movement of the vehicle, of which air resistance is one component, (v) dissipation of kinetic energy in the compression stroke, and (vi) braking.

It happens on the compression stroke I believe (someone can correct me here if I'm wrong) there is no collision of parts, just the untimely detonation of a certain cylinder without spark

It features the same bore as the F12's 6.2 - litre V12 but has a longer 78 mm stroke and a compression ratio of, deep breath, 13.64:1.

Having a larger engine to start of with (4litre vs 2.5 litre) and eight cylinders rather than four means 1) a lower compression ratio will effect driveability less and 2) more cylinders means more power strokes per engine rotation which will charge the turbo quicker creating boost quicker.

VC - T, for Variable Compression - Turbocharged, can raise or lower the stroke of the pistons allowing the compression ratio to vary between 8:1 and 14:1 — providing performance benefits at low compression and efficiency improvements at high compression.

It was bored and stroked to increase displacement to 5.6 liters, compression was increased, and heavier duty engine and differential coolers were fitted, all compliments of the BMW Motorsport division.

This is achieved through a motorized lever that adjusts the length of the piston's stroke, increasing or decreasing compression to either maximize performance or efficiency.

The compression ignition part means that instead of using spark plugs, the action of squeezing the mixture during the piston up - stroke is enough to auto - ignite the mixture — just like a diesel engine.

The words you want to remember while setting the timing is top dead center ready to fire.You want both valves closed.They make a tool that inserts in the spark plug hole that whistles as you rotate the crank to alert you that both valves are closed.Or put your thumb on it and feel the pressure.You want to be TDC on the compression stroke which is 180 degrees opposite of TDC of the exhaust stroke.Both TDC will read 0 on the crank timing ring.

Combustion trickery — using a shorter compression stroke relative to the power stroke, has increased efficiency by a claimed 17 per cent to 32.5 mpg combined, with 197g / km of CO2.

Squeezing the mixture harder during compression and allowing it to expand longer on the power stroke wrings additional power out of every ounce of gasoline.

Bore, Stroke, # of cylinders, compression ratio, # or valves, size of valves, cam lift and duration, port sizes, port lengths, restrictions in the intake and exhaust

Direct fuel injection, nearly equal bore and stroke dimensions, a 10.0:1 compression ratio, variable valve timing (intake and exhaust), and a peak turbo boost of 11.6 psi yield impressive output figures: 450 lb - ft of torque at only 1750 rpm and 400 hp at a hearty 6400 rpm.

The basic architecture is very similar but the California's direct injection allows a higher compression ratio and it has a wider bore and shorter stroke, displacing 4297cc rather than the 4308cc of the F430.

The higher compression ratio in diesels means they are harder to start, but once they are running the energy expended in compressing air is regained during the expansion stroke when the compressed air is allowed to «spring» back, so the higher compression ratio causes negligible engine braking via energy being lost as friction and heat of compressed air to engine block.

The engine runs on 98 RON (premium unleaded) fuel and features a 12.5:1 compression ratio and a bore and stroke of 86 mm (3.4 in) that results in 200 horsepower (149 kW; 203 PS) at 7,000 rpm and 151 lb ⋅ ft (205 N ⋅ m) of torque at 6,000 rpm.

Harry Ricardo's idea of variable compression comes from the 1920s, and since then, many OEMs and private engineering companies have tried to put it into production — including Peugeot, Saab and Lotus with their Omnivore two - stroke.

Increased diameter of cylinders to 94 mm, installed the forged crankshaft with a piston stroke of 89 mm, rod length is 141.5 mm, pistons modified their compression ratio is 11.

Type: R Cubic Inches: over 440 Bore: 4.32 inches plus.40 over, total of 4.72 Block Modifications: bored.040 over Block: Chrysler Bore x Stroke: stock 4.72 x 3.75 Rods: stock, cast Pistons: Speed - Pro, 9.8:1 compression Crankshaft: stock steel Cam: Comp Cams hydraulic Lift:.470 at.050 224 Valves: Milodon, 2.14 intake, 1.81 exhaust Valvesprings: Comp Cams Rocker Arm: stock Intake Manifold: Edelbrock Aluminum Six Pack Carburetors: Holley Six Pack Distributor: Mallory Exhaust: Chrysler RB Hi - Performance Muffler: Spin Tech Exhaust Pipes: Muffler Tech Performance Inlet / Outlet Size: 2.50 inches Exhaust: aluminized 2.50 inches Exhaust Tips: stainless steel tips with YearOne red inserts Engine: built by VanGordon Racing Engines (Upland, CA)

A 87.3 mm stroke crankshaft was installed inside this cylinder block, the length of connecting rods was 157.5 mm, piston size was 81 mm, and their compression height was 10.5 mm.

Due to the unique crankshaft design of the Atkinson, its expansion ratio can differ from its compression ratio and, with a power stroke longer than its compression stroke, the engine can achieve greater thermal efficiency than a traditional piston engine.

While Atkinson's original design is no more than a historical curiosity, many modern engines use unconventional valve timing to produce the effect of a shorter compression stroke / longer power stroke, thus realizing the fuel economy improvements the Atkinson cycle can provide.

During each compression stroke, a series of injections takes place, spaced just fractions of a second apart.

The 2.7 - liter turbo has an unusually long stroke — the distance the piston travels up and down within the cylinder — of 4.01 inches (102 mm) to provide a high compression ratio (10.0:1) and improved combustion, GM says.

The microsecond response times of the piezoelectric injectors provide the basis for delivering multiple injections per compression stroke, and thus for lean - burn operation.

With its long - stroke and high compression ratio, multi-hole direct fuel injectors, variable cooling system and the latest version of Toyota's Variable Valve - Timing - intelligent Electric (VVT - iE), this high - output powerplant takes the gasoline - powered internal combustion engine to a new level with world - leading thermal efficiency of 40 %.

The engine leverages the spectrum of Toyota's advanced engine technologies: Dual VVT - i with VVT - iE (Variable Valve Timing intelligent system by Electric motor); D - 4S (Direct injection 4 - stroke gasoline engine Superior version) direct injection and laser - clad valve seats; longer stroke (4.07 inches; bore remains at 3.44 inches) and high compression ratio (14:1); multi-hole direct fuel injectors; a variable cooling system; cooled Exhaust Gas Recirculation (EGR) system; and a full variable oil pump.

Reduction of the final compression temperature through early intake valve closing and resulting expansion cooling in the intake stroke.

The Miller cycle uses a higher expansion ratio than compression ratio (i.e., over-expansion) obtained by either early or late closing of the intake valves (EIVC and LIVC, respectively), and results in a smaller effective compression stroke; combustion and expansion proceed normally.

The M70's design is similar to that of two 2.5 L M20 straight - six engines joined at a 60 degree angle, [2] due to the following features: SOHC valvetrain, 91 mm (3.6 in) bore spacing, 84 mm (3.3 in) bore, 75 mm (3.0 in) stroke and 8.8:1 compression ratio.

The Atkinson - cycle modification to Ford's in - line four - cylinder engine trades power and torque for efficiency by keeping the intake valves open slightly into the compression stroke, allowing some of the fuel - air mixture back into the intake manifold and thereby lowering the effective displacement of the engine.

Like the fuel - sipping Prius, the Atkinson cycle conserves fuel by lowering the compression ratio by keeping the intake valve open for a split second at the first of the combustion stroke.

By variable compression, the automaker means this engine can change the stroke of its pistons, thereby varying compression as needed for the benefit of either power or efficiency.

26 Yeah, a real Atkinson cycle engine has lots of extra mechanical parts to have different length compression and power strokes.

By holding the intake valve open very late in the compression stroke, the cylinder has the same amount of fuel - air needed at idle.

Bore and stroke are 88 mm (3.5 in) and 98 mm (3.9 in) and has a compression ratio of 10.4:1, the same as the LE5.

This Atkinson cycle - type engine reduces pumping loss by delaying the close timing of the intake valve in the compression stroke, therefore maximizing the expansion ratio — it is the only Atkinson cycle engine to be combined with multi-port injection in the compact class.