Spanish new-car sales plunge 30.8 percent in June MADRID (Thomson Financial) -- Sales of new cars plunged 30.8 percent in Spain in June compared with the same month last year after suffering an annual fall of 24.3 percent in May, the Spanish automobile manufacturers' association reported Tuesday. Sales came to 114,958 units last month. New-car sales were down 17.6 percent at 702,365 in the first half of the year compared with the same ...
Continental eyes electrical autos as " diesel car demand declines " ???? FRANKFURT (Thomson Financial) -- Continental plans to replace what it sees as an increasingly sluggish demand for diesel fuel cars with supplies to the future trend of electrical cars, board member Karl-Thomas Neumann told Handelsblatt. "Regarding diesel fuel, I'm more skeptical by now. There's not much happening in the U.S.," he said. German carmakers expect the U.S. car market to ...
KEITH CRAIN The only thing permanent is change For as long as most of us can remember, the U.S. automobile business has had cycles. Whenever there was a down cycle, you knew you had to hang in there, and before long, things would come back to normal. And then you would see the cycle head upward again. It's not going to be that simple this timeKeith Crain is publisher and editorial director of Automotive News. ...
The writing on the wall is getting visible ? ! Or better understood !
Grooved Forever !!!
God help those ............ who ............ ? Realize what is comming !
I wrote my own article trying to go in depth about diesel and gasoline ICE's. It's still not perfect, and I would really like some feedback about what I should add or change in the article. It's posted on a peculiar website, one dedicated to overclocking computers (has very little to do with engines or the groove). I chose that website simply because that's where I was when my thoughts started rolling. Here's the link:
Due to a conversation via PM on that forum, I believe to have futhered my understanding on the effects of compression, preignition, and how the groove solves the problem.
One thing I forgot to mention in my article has to do with ignition advance. The grooved engines require less ignition advance to get peak torque. Continue reading.
With a high CR (on a normal head), some of the fuel is turned into large droplets of liquid (due to Boyle's Law). Most of this liquid is formed in the squish area, where the highest pressure is built up. Due to the added heat resulting from the high CR, the fuel that is still vaporised in the open chamber burns much more quickly than "normal" on a lower compression engine. Due to ignition advance, this quick burn manifests as preignition. The most common way to deter ping (other than high octane fuel) is to retard ignition advance. This makes the vaporised fuel burn when it needs to in the compression stroke. However, since there is still liquid fuel in the combustion chamber, the liquid is either slowly evaporated and burned later in the power stroke, pushed past the rings, or simply pushed out the exhaust. This is why you lose power on a "normal" high compression engine (or any engine for that matter) when retarding the ignition (less fuel is turned to power). It is also why engines with a lot of cam overlap tend to idle poorly. That unused fuel burns during the exhaust stroke and pressurizes the intake stroke (during overlap).
With the high CR and a grooved head, the liquid fuel that does form in the squish area is "blasted" into the open chamber into much smaller droplets and is much more evenly mixed throughout the combustion chamber. Due to this thorough mix, it can much more readily be vaporized and burned much more quickly in the compression/power strokes. It is this quick burn that causes less ignition advance to be needed on a grooved engine to perform optimally. Also, since the liquid droplets are so much smaller and more spread out, their surface area is greatly increased. This surface area is in contact with the hot cyllinder head and the hot air charge. The combination of the two keeps even more of the fuel from liquifying when compared to the "normal" head. Also, since the fuel is absorbing heat from the air and cyllinder head, thermal efficiency is improved and engine temperatures drop. This has been noticed on almost every engine that has been grooved.
I know this may be considered common knowledge here on this site, which is dedicated to the groove, but want to make sure I'm thinking correctly. I also will be trying to incorporate the above information into my article and need feedback on how to put it in. Thanks!
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