Bosch Lapsim 2009 Download
Sandeep Albritton
Originally posted by zac510
I have read on another forum of club racers that people are looking closely at going to a smaller capacity engine on the basis that the smaller engine will provide a wider power band for the given restrictor size in their class.
The engines are production based 4 cylinder turbo engines, but that's trivial as they're fundamentally quite similar. Is their theory flawed or is there an optimum restrictor size for a given engine capacity?
Originally posted by murpia
Any idea how these two scale? I doubt friction is precisely linear with either capacity or rpm, but I wouldn't know what relationship to use in an analysis. All I can say is an engine has an 'easier' time at lower BMEPs which suggests capacity not rpm is better. Witness the trend in LMP to build large capacity engines whether turbocharged or not, both gasoline and diesel.
Regards, Ian
Originally posted by zac510
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McGuire, yes I have heard of that Viper being raced in the VLN. Definitely an anomaly for a couple of reasons - I believe it is to do with the Viper violating max capacity rules and then how many racing series would let you race with 8/10ths capacity and then everything else like non-homologated crank, etc?
Originally posted by Lukin
RCE did a small article (advertisment) about this using the Bosch engine sim program and incorporated the lapsim program (with different gross weights for each engine type).
I don't remember which issue it was, but it was last year sometime. The Bosch site should have it. I don't know anything about engines so I don't know how realistic the sim program is.
Originally posted by McGuire
I think with any given combination of displacement limit and restrictor orifice you are liable to encounter, displacement will win out over crank speed with respect to powerband or operating range... key factor in chasing the efficiencies around being pumping losses.