Recent content by Sailor

Other than your explanation of CR which I have replied to I see nothing wrong with the thread What THINGS do you refer to ? Perhaps if you can't understand what has been said at least you can try to express what these points are Any ways I think I got the answers I was looking for so...

Thanks PhysicoRaj

Yes it is not simple, and nothing is absolutly constant in universe not even the quantaties we have described here, but when you can define the more affecting factors which in this case are the variables, then, you know where to concentrate the most and make your modifications more effecient...

Exactly, that is what I'm saying, that the alteration in AFR is never meant to accelerate the gasoline engine normaly through the accelerator pedal The proof is meant pecisely for the linkage between the accelerator pedal and a FEUL PUMP in a gasoline engine in particular as Balucore has...

Yes I believe I have got satisfactory answers to most of the questions The only one that is left is in post #69 But unless this question had been dealt with before it might require a lab experiment

Obviously, either you didn't read all the comments or you consider yourself one of these cats, no offence The importance of this topic is to aid in defining which factors have more influence on the rpm of an engine (gasoline in particular) when pressing the accelerator pedal so we can isolate...

In a GASOLINE engine this is not valied The accelerator pedal in a gasoline engine is not connected directly to the feul pump thus does not alter the AFR, any modifications in the AFR by the ECU in modern cars are meant for other benefits we have already stated this many times I asked you...

Thanks sgain Rabger for your input, As for the compression ratio and the ignition rate I think were discussed thoroughly and I have made a explanation of what I meant about the variation in compression contrary to what Chris has stated Ignition rate of course has no effect whatsoever...

Worng, my question asks about the acceleration pedal and it does not lead to 0 rpm nor to any value that would kill the engine and again we have confirmed in post #62 by jack and #66 what the variations are about and for what reasons Throttle range is much wider than the 10% you have stated...

Awaiting for the exact values ... 10% isn't suffecient enough to make it an effective factor in the processs, this could be equal to the variation in valve timing for example which is a feature utilized for tuning power and effeciency and not to increase rpm, even though the rpm might actally...

A/F ofcourse does affect rpm like for example if you would have 0 AFR then you will have 0 rpm but more important is you would actually have 0 rpm much earlier than that I'm guessing around 5 or even 6, a little higher ratio and you should now have extremely lean mixure that is not suffecient...

Maybe they do not want you to touch it in the first place :smile: :biggrin:

since the redline is at 10500 then you are only allowed to make less than 10% modification to the rpm, so I think we can say that the change in rpm as a result of varying the AFR is actually a side effect of a more direct function which could be increasing/ lowering the consumption rate or...

thanks PhysicoRaj for the nice post, can you indicate the values of rpm you're having ?, could you vary the rpm from idle to redline ? because only then we can say that varying AFR in a gasoline engine could substitute air flow rate as an influential factor otherwise it would just be...

There are other points as wellCan you confirm that there are gasoline engines that utilize AFR solely to increase rpm ?