And that still does not make HP per liter a design parameter. Never doubted your personal qualifications.
HP per liter is not an engineering or design parameter you ask for nonsensical data to prove a fictional parameter. I can play too: Find me a DOHC engine that makes 500 HP per intake valve?
An OHV makes more power per external size, more power per weight, a lower center of gravity (unless we are talking ME 109), more power per cost, is rebuildable, has a much broader and significantly higher torque per external size. All of these details are engineering elements.
Never once said that you can't. Since there is no design criteria as HP per liter, who cares? It is canard dreamed up. You keep tossing that straw man out there. I don't know why? I could easily argue the usefulness of DOHC engines and not once bring up a calculated and meaningless parameter.
Basically you claiming an engine designed per an unknow to me set of rules is superior... to XYZ Clearly a 1200 HP V8 OHV could also be built for the "rules". The discussion is on drag racing and 1/4 mile. Please let me know when 900 HP million dollar V10 DOHC become dominant at local drags.
Rules unlimited, that why I brought up top fuel... it is all large displacement OHV. Basically most drag racing from run what your brung to top fuel is large displacement OHV because of the design and engineering parameters list above. Cost, rebuild, easy to work on, less exotic material, dependability, more HP per size and weight, more torque per size and weight.
But always interested in F1, Austin has F1 and these engines are all hybrid based with hybrid forced induction systems. I will conceded right now that electro magnetic technology will replace DOHC with actuated valves
http://www.launchpnt.com/portfolio/t...valve-actuator
Or even individual runner electric turbos controlling everything no throttle body, no spark, a compression ignition gas engine via IR electric boost.
There are others here that might be interested, I did not mean to imply that you did not know all there is to know.
Add in fuel injection, variable speed supercharger, meth injection. Then on the Kurt Tank Ta-152 you get N2O injection and 2 cannons in the wing and 1 huge cannon in the nose. Many people think it has a radial engine, but it was a inverted V12.
But anybody that really cares knows it not DOHC engines that won the war (sorry P-51) it was the old OHV, cause it was just plain BIG internally per external size, yes a design criteria :
https://en.wikipedia.org/wiki/Wright...Duplex-Cyclone
So no rules, need to win a war,
biggest engine that fits the chassis wins.
Sorry, you clearly listed adjustable lift as one of the superior adjustments in favor of DOHC, I merely pointed out that the LT1 had adjustable lift (in fact the MOST adjustable lift of any engine) and the Coyote had Nada, must have hit a nerve
AFAIK that is true, you have to admit it looks pretty simple to gain 20% increase in HP for the Viper (with supporting mods). Which really put is HUGE.
Note if you are NOT interested in what DOHC is used for in a modern engine skip:
I
'm familiar with many DOHC engines, Honda, Toyota, Volvo most of their engines use variable overlap for either cold start up emissions or in the case of Toyota to implement Miller / Atkinson cycles. Volvo for instance has variable overlap only on the exhaust via cam phaser and that is only to dump raw fuel down the exhaust to light the cat so the engine can pass CA ULEV2 standards. Honda AFAIK only uses I-VTEC in only one engine the K20z with about 500 cars to date sold for actual increase in HP. The K20z in the average Civic uses I-VTEC which does vary one cam in both phase (the I) and the lift: VTEC, only to induce swirl into the chamber for smog by shutting of 1 or the 2 intake valves. Once again it is a smog issue. The exact same technology is use world wide to implement lean burn, but alas not in the US cause of smog.
I absolutely agree that a DOHC engine is better to dump huge quantities of raw fuel down the exhaust port to make the engine just a smiggen clean, and if that is done to every car in California ULEV2 or ZPV, and with that smiggen decrease it would equal the toxins emitted by a very small village in Nepal's mopeds. Once gain the technology is being used for smog.
The only engine (outside of the Type R) that I know of and I that used overlap and lift for performance it the GM design (IVLC)in the Impala
http://media.gm.com/media/us/en/gm/n...takevalve.html
I race car production engines driven by Joe Average, never claimed to be the head of Ferrari.
Actually you use them probably because of a
rule constraint. I'm sure a 7 liter OHV engine would perform just fine.
Yep bucks unlimited and a RULE CONSTRAINT. I'm quite sure a 7000 RPM 7 liter GM engine in either chassis would absolutely dominate by a wide margin and far less dollars and fit just fine in the chassis.
Every case you have brought up is because of a rule favoring engine displacement.... yet you can't see that. Oh well I tried.
Are you playing dumb ? I'm talking about after market support, not stock engines. I pretty know the Z06/ZL1 as I almost bought one before ordering a GS....
I guess I am more than playing dumb you claimed there was a warrantied supercharger HP for cheap on the 2018 GT, I was all set to buy. But alas it is some heavily qualified warranty, that you still have not supplied the link to. I merely point out that GM for the masses is supplying a relatively affordable supercharged solution on an OHV engine bumper to bumper even. This drastically undercuts your argument about warranty and forced induction being somehow favoring DOHC BTW.
Looks like for this topic affordable bumper to bumper supercharged performance is only available from GM on a OHV V8. I guess no link is coming for the affordable warranty supercharged 2018 GT. I was all set to get one.
As soon as you show me the
SAE part. And as I pointed out there is a REAL SAE and they do certify the LS7, and the dyno racers are still trying to figure out why there is no magical way to get WHP, into engine SAE certified engine HP.
So no youtube does not equal a SAE certification. For me I'm 99.99% sure the new 5.0 makes 460 SAE HP, and care little about crayon charts.
But please, I'm actually interested in seeing an dynojet SAE corrected run of the new 5.0
I have no doubt that youtube has all sorts of STP, Hub, eddy current, crayon charts are easy to produce and as stated a Unicorn is a horse.
You list your qualifications, I've sent you a link to what a SAE certified engine is. Somehow you take youtube wheel or hub or who knows, call them caryon dynos as some sort of indication that that the new 5.0 is somehow making more HP? OK then.