Recent content by Kozy

I am not sure what you think I am asking for? I am inviting people to use a free tool, and tell me if any of the results seems spurious and whether there are any glitches. That does not, in my opinion, warrant publishing all the equations and programming.

Ive tested it myself, I set this up for my car, a 1995 MX5 Miata, for which accurate stock prop valve data is available. These cars are renowned for having a lot of front bias which limits the braking performance in the interests of stability, and I was interested in the best way of improving...

Hello For the past 6 years I have been working (on and off) on a vehicle brake system simulation tool. It takes a lot of inputs about the car and the brake components, along with a rate of maximum lateral acceleration which is used to determine the amount of grip available. The model then...

Indeed it does. Here's a calculated torque output from a single cylinder engine showing negative torque on compression and exhaust and exhaust strokes. The peak torque is showing around 430lbft, however this is actually representative of a single cylinder in a four cylinder engine producing an...

Essentially the fuel burnt is always linked to the power. A typical value of BSFC would be around 260g/kW/hr at peak power. So if your average 2 litre performance engine can make 200bhp (149kW) at 7500rpm it will consume 38.74kg of fuel an hour. A turbocharger works to reduce the BSFC by...

MIke, that graph has nothing to do with fade or even temperature. It depicts brake force vs % tyre slip, and it reduces because the co-efficient of sliding friction is lower than the co-efficient of static friction. Essentially when you deploy more brake force than you have grip available, the...

You are absolutely correct there, well explained.

Honestly, I do not think either of those are as good, but then I am biased.

Well, better knuckle down and get started then. Those two were not light work! It can't (at the moment) develop a full torque curve from idle to rev line, because that would require some form of engine map for the ignition and fuelling at each rpm interval, but you could probably write a...

Put very simply. Power = Force x speed. Therefore Force = Force = Power/Speed. In your case Power is 540hp or 400KW so you can then work out the accelerative force at any speed by dividing the power by the speed in M/S. For example, at 70mph speed in M/S is 31.3m/s. 400KW/31.3m/s = 12779N...

Is what you are aiming for a sort of hybrid of this and this?

It's a matter of load. The more load on the engine, the slower it will accelerate. Each time you change up a gear, the engine load increases so the rate of acceleration slows. I've got a better version of that acceleration calculator on my website, instead of a simple horsepower input you can...

Adding a compressor would be far easier, but again you'd still be better off with the 540i as a starting point. It's got a lower compression ratio for one, would make even more power and won't use any more fuel as 3 litre V8 is just a plain inefficient engine.

OP, why don't you try chucking the specs for both in on this engine performance calculator, you can vary a lot of inputs and you can see what the differences between the two engines would be and what you'd need to do to tune them. http://blackartdynamics.com/Engine/EngineThermodynamics.php I...

Personally, being a fan of Honda VTEC engines, I do get them. You can make 250bhp out of both the 1.6 and 1.8 litre engines found in the mid 90s Civics and Integras, though if you're going for power, nobody takes the harder route of the 1.6 as the 1.8 is a much better base to start from, even...