2014-2020 Formula One 1.6l V6 turbo engine formula

[Big Tea]

No, that's the difference between static and dynamic compression.

So how is the 18:1 maximum calculated please. I have looked on .turbobygarrett.com but still unsure.

Edit.

Sorry to bother you. found it on Alfa Romeo site. Thanks

[godlameroso]

For anyone else, geometric compression ratio is merely volume of CC with piston at the bottom of it's travel, vs the volume of the piston at the top of it's travel. That means the volume of the CC with the piston at BDC cannot be higher than 18 times the volume when the piston is at TDC. In other words if the cylinder volume with piston at BDC is 266.66...cc, then cylinder volume with piston at TDC cannot be lower than 14.811cc.

[johnny comelately]

@godlameroso,
noticed you do valve work, couple of questions: when you have a choice, do you use a full radius and then cut the seat or all angles?
and, do you ever relieve (undercut slightly) under the seat ? hope you can picture what i mean.

[godlameroso]

I wish I could radius by hand, not easy, I'm limited to only angle grinding. I give myself some margin on the valve install height when I put in a new seat, then get to crackin' or butchering the crap out of the valve seat, depending on who you ask. I go first for the 45 and get my 1 degree margin to the valve face, then I do my other angles, then finish off with another 45 cut. Some people like to put two angles after the 45, but it doesn't make too much of a difference in my experience. For me, and I guess for some others, the most important angles for flow come before the 45(higher up the port). But for a F.I. drag car most of the fast Honda guys go O.S. valves on the exhaust and push the limits on the valve install height to get the widest seat possible.

[Big Tea]

For anyone else, geometric compression ratio is merely volume of CC with piston at the bottom of it's travel, vs the volume of the piston at the top of it's travel. That means the volume of the CC with the piston at BDC cannot be higher than 18 times the volume when the piston is at TDC. In other words if the cylinder volume with piston at BDC is 266.66...cc, then cylinder volume with piston at TDC cannot be lower than 14.811cc.

Yeh, sorry selfish of me, did not think of it.
This is the page I found interesting.
http://www.autocomponenti.com/boosted_t ... d_tech.htm

[johnny comelately]

I wish I could radius by hand, not easy, I'm limited to only angle grinding. I give myself some margin on the valve install height when I put in a new seat, then get to crackin' or butchering the crap out of the valve seat, depending on who you ask. I go first for the 45 and get my 1 degree margin to the valve face, then I do my other angles, then finish off with another 45 cut. Some people like to put two angles after the 45, but it doesn't make too much of a difference in my experience. For me, and I guess for some others, the most important angles for flow come before the 45(higher up the port). But for a F.I. drag car most of the fast Honda guys go O.S. valves on the exhaust and push the limits on the valve install height to get the widest seat possible.

OK got it, thanks for that

[godlameroso]

For anyone else, geometric compression ratio is merely volume of CC with piston at the bottom of it's travel, vs the volume of the piston at the top of it's travel. That means the volume of the CC with the piston at BDC cannot be higher than 18 times the volume when the piston is at TDC. In other words if the cylinder volume with piston at BDC is 266.66...cc, then cylinder volume with piston at TDC cannot be lower than 14.811cc.

Yeh, sorry selfish of me, did not think of it.
This is the page I found interesting.
http://www.autocomponenti.com/boosted_t ... d_tech.htm

It is, if we consider geometric CR of 18:1 plus dynamic compression increase from 4 bar, even with Miller/Atkinson you're looking at insane dynamic CRs, which I'm too dumb to calculate but I'm guessing 27:1 wouldn't be out of the question.

No wonder it's taken Honda 4 good years to come good, this is one mean engine formula, shark tank is an understatement.

[NL_Fer]

Still i don’t understand why de Fia would impose such a limit. 1:18

[MrPotatoHead]

Still i don’t understand why de Fia would impose such a limit. 1:18

It's pretty simple - they want the engines to be Spark Ignition not Compression Ignition.

[godlameroso]

Speaking of spark, I wonder what kind of gap they're running, .016"

[MrPotatoHead]

Speaking of spark, I wonder what kind of gap they're running, .016"

Well that would depend on how the plug is designed...
But if it’s your typical plug I would say around 0.024”
That’s where I run on high boost engines.

[godlameroso]

Speaking of spark, I wonder what kind of gap they're running, .016"

Well that would depend on how the plug is designed...
But if it’s your typical plug I would say around 0.024”
That’s where I run on high boost engines.

.016" on typical plugs sometimes @30 psi @ 10.2:1 and a whole lot of E-85.

[MrPotatoHead]

Speaking of spark, I wonder what kind of gap they're running, .016"

Well that would depend on how the plug is designed...
But if it’s your typical plug I would say around 0.024”
That’s where I run on high boost engines.

.016" on typical plugs sometimes

I never have to run that low with good coils

[godlameroso]

Well that would depend on how the plug is designed...
But if it’s your typical plug I would say around 0.024”
That’s where I run on high boost engines.

.016" on typical plugs sometimes

I never have to run that low with good coils

Honda distributors will push 1,000hp on a single cam if you will it.

[Medingen]

Still i don’t understand why de Fia would impose such a limit. 1:18

It's pretty simple - they want the engines to be Spark Ignition not Compression Ignition.

... bad for marketing to call for diesel engines