Back in the late seventies, somebody put one of these systems in a Granada. The engine was set up to pump up the accumulator, and the drive was hydraulic only. Doubled the fuel economy when driven side by side with a conventional Granada. I think I still have the Popular Mechanics or Science...
As a former RX-7 owner, I can relate a few real world points. Mine averaged about 25 mpg with a 4 speed at somewhat elevated speeds (5000 rpm is too smooth to intrude as a "speed alarm"). The main failure mode is having the end seal finally wear enough that it flips out and at the least drops...
Thanks for the reminder, I have that article somewhere in my "archives" (boxes in the basement). I'll see if I can find it. If I remember correctly, he also used three 660 cfm carbs on an IR intake, something that also raised a few eyebrows.
If the flywheel is used for regenerative braking only, and not as the prime mover, the size can be kept quite reasonable and can be made of 4340.
I have a prototype IVT system in my basement that I designed and built about five years ago. The problem as you stated is sizing up the torque...
Thanks, guys, you both have given me the direction I need to investigate this further. Merry Christmas!
Oh, and it sounds like I should put two V-6's end to end instead of making a common-crank parallel dual inline six to get the twelve cylinder engine... but that's another thread!
Thanks, Greg, I should have mentioned that the crank that was used to generate the graph was the shorter stroke forged crank with four counterweights. Is there a way that I can check for the effect that you mention on a conventional crank balancing machine?
And thank you, too, Mike, for...
I'm looking at doing some road racing, so I need to improve the long term durability. I'm wondering what can be done beyond using the best dampener and decent crank prep. I would love to roll the fillets on the cast crank if anyone knows who can provide that service, and will consider changing...
Most of the domestic sixes that I've played with have this problem, and have fairly long strokes, 3.25 and above. Specifically though, I have been told that the high rpm durability of a Chev forged (non-twisted) crank with 3.25" stroke and four counterweights is not as good as a cast, 3.53"...
A mechanical method of recycling the energy should be more efficient and practical than trying to pump up the batteries. Have you/they considered a flywheel as a buffer?
What causes or contributes to the destructive crank harmonics found on most inline six engines above 6000 rpm? Why do some survive to 8000 and beyond? Do the V-12's suffer the same?
Would crossbolted mains help reduce or dampen the harmonics? What design elements can reduce these harmonics...
Check the restricter plate engines in NASCAR running over 15:1 on gas (static, not effective). CART engines run alcohol but purge the fuel systems after.
I was meaning to clarify the difference between what is commonly referred to as combustion and detonation, and added the other term that gets mixed up in the fray. I should have added controlled or desirable as a qualifier. Sorry!
My take on combustion is a controlled burn that is initiated at a specific point in the combustion chamber and progresses through the chamber with a single flame front. This would apply to both diesel and gas, with the obvious spark for gas, and the diesel having the fuel ignite as it contacts...
The typical oversize file-fit ring that I've used was .005" on top of the overbore size, or .035" for .030" over. If you were to use the larger size mentioned in your motorcycle restoration, I'm fairly certain you'd have problems with overheating from the excess friction. Don't forget to...
