Some dude had a bunch of these hamsters running in a cage driving an electric motor. The electricity generated by these hamsters were driving an electric motors at the wheels of this car, and presto: u have a hamster powered car Hondas are known to be, Hiroshima screamers This will normally make engines sluggers and not revvers.
Turbo is one way to make more power it does so by making more torque. In theory increasing the displacement of the engine by compressing more air into the combustion cycle To make power. To make power you either need to increase the rpm of the engine or increase the torque of the engine. Correct me if i am worng Honda made a F1 engine in late that reved to 12, prm, 1. Historically it seems, Honda has been in persuit of economical, small displacement engines, and only recently have they ventured into the 2.
As an aside note, the reason why these rpm's are attainable is due to 2 factors. Wear properties on these pieces is simply awesome. Attached is a utility I put together to highlight this phenomenon. Typically Honda has chosen most of its engine combinations in this manner. Take for example the B16B motor.
Cheers ProECU. May I ask where that data is from and how it was taken? Every seen how alot of old skool cars have really lumpy idles and don't run very well low down. They have very aggressive profiles, so will only run well in the higher part of the rev-range. Making valves with lightweight materials can help with reducing the requirement of stiffer valve springs, so performance cars often make use of titanium to reduce mass.
In the case of F1 engines, pneumatic springs are used instead of physical springs and compressed nitrogen keeps the valves following the cam profile. The secret to the high revving nature of rotary engines lies in the fact that all of the moving parts are rotational rather than reciprocating. Stress and valve float become an issue when reciprocating masses are high, such as in pushrod engines with valves and pushrods constantly changing direction.
For a price, quality materials can be used to mitigate the problem, but money can only do so much when there are superior designs to mitigating the issue. Not in the slightest. Diesels use high compression ratios and long strokes, which leads to high pressures and temperatures within the cylinder, requiring heavy duty materials for longevity. The longer stroke can improve torque, but at a cost of reducing the redline.
Also, in the case of engines with two valves per cylinder, low-end torque tends to be better as a result of faster airflow at lower engine speeds. Please confirm you agree to the use of tracking cookies as outlined in the Cookies Policy. Sign in or register. Engineering Explained 6 years ago. That Daddy 18, posts months. And as I said, finally Honda have realised this, and are heading this route As i said before stevie, you can not compare Honda engines with the other dross,there in another league and yes when there turboed or supercharged there even more mental the only differance is you dont need to bin the standard internals cos there already high quality.
And yes Honda are fascinated with piston speeds,but thats purely because they have what it takes while other manafacturers are throwing rods dreamers. Oh yes but Honda perfected variable valve timing,as much as i like toyota there system is not in the same ballpark and neither are the others,i have never come across vtec failure even with missed oil changes,im not saying Honda engines are perfect but they run rings round the majority,and there engineering is second to none.
Edited by That Daddy on Saturday 17th February Honda engines special? Not really, the S engine for example is a bit different but it's a niche car, a one off that Honda chose to produce, most others would use a V6 rather than a 4pot that revs to 9K.
A lot of kit cars have 2. Most other Honda engines are no different from a Toyota, Ford or Vauxhall engine. Honda choose to make them slightly smaller and rev them higher whereas Ford for example choose to make them bigger and lower revving. The general public like lower revving engines on the whole, it's easier to extract the power from them. One reason sales reps actually like diesels these days, lots of low down torque and no need to rev the nuts off them.
Revving hard might be fun for the first 10 mins but gets very tiring if you have to do it all day. Bike engines are a different matter alltogether Busa rush,saying that the internals of a Honda unit are like a Ford or Vauxhall unit is crap,you dont know your engines mate,i would have thought your user name would give some indication of your knowledge of jap engineering but obviously not,what a statement,im sorry but you have blown me away. Someone post up a dyno graph of a normal 2. Honda engines generally don't produce any more torque than any other similar engine, its just the fact that they can rev to k.
It's the rpms x the torque which is where the high BHP figure comes from. They are however exceptionally well engineered, which is where they have the ability to make the revs without blowing up :just to keep you Yo V-tech boys happy: I await to be disproven Edited by cptsideways on Sunday 18th February OK, i'll try and keep this brief. As mentioned Honda get their high specific outputs because they rev the hell out of them.
A new material may have been sufficiently developed and cost effective enough for automotive use and Honda may work back from that. In having to take the extra forces at high revs they will specify more costly materials, machining and inspection processes, which they pass onto the customer. Honda have to put enormous ports and valves to get the airflow at peak power this means they lose gas velocity at lower engine speeds and loads.
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