bazhart
Barcelona
- Joined
- 20 May 2009
- Messages
- 1,343
Just thought some of you might be puzzled if you see our development HARTECH ECO-POWER car driving about the North West (pictured below), so here are some answers.
Exploiting something I discovered 45 years ago while dyno testing two stroke racing engines - (that applied to power and torque) - our capacity increased engines started to get reported back as not only improving power, torque and driveability - but better fuel economy as well (about 10%) which also therefore translates to a 10% reduction in emissions - more torque - more power - less emissions, less fuel costs - what's not to like?
But thinking about why - I realised that although most of my working life with engines has been about performance - the force that pushes down on the piston comes from how much energy is released from the fuel in the cylinder, how well it mixes with air, how much air is in there and how high a pressure it is therefore compressed to - so anything that increases performance also has the capacity to improve engine/fuel efficiency.
As long as you allow for the stroke being calculated to the point of ignition (which is usually before TDC) valve overlap losses or gains etc - the compression pressure before ignition is roughly close to the C/R * atmospheric pressure * volumetric efficiency (VE). Close enough to realise that even if you have a C/R high - at low revs (when the VE is low) and part throttle openings (when VE is low) the resulting compression pressure at the point of ignition is also low and fuel efficiency is a exponential curve that falls away dramatically at lower revs and C/R's.
So our capacity conversion have improved VE (at lower revs) and hence improved mpg as well which automatically reduces emissions by the same proportion at least.
Our Eco-Power engine has taken things a step further and improved low and mid range fuel efficiency and power even further but the problem then is always to prevent knock (detonation) when it is driven flat out - and it is that area our patent has covered and that our invention is being tested to achieve - and so far it is all working as predicted and really well (as the guy said after he jumped off the Empire State Building - as he passed the 3rd floor and was heard to say "so far so good"!
Having already had reports usually of a 10% mpg improvement (with our standard increased capacity engines) and some claiming even more - we expect to better that significantly - but no funds available it seems any more for such improvements (that could apply to all remanufactured engines and the remaining ICE engines being manufactured) so not confident we can spread the benefit enough to apply globally - at least we are doing our bit for the environment without reducing the performance we all buy the cars to experience and enjoy occasionally (actually improving it).
Baz
Exploiting something I discovered 45 years ago while dyno testing two stroke racing engines - (that applied to power and torque) - our capacity increased engines started to get reported back as not only improving power, torque and driveability - but better fuel economy as well (about 10%) which also therefore translates to a 10% reduction in emissions - more torque - more power - less emissions, less fuel costs - what's not to like?
But thinking about why - I realised that although most of my working life with engines has been about performance - the force that pushes down on the piston comes from how much energy is released from the fuel in the cylinder, how well it mixes with air, how much air is in there and how high a pressure it is therefore compressed to - so anything that increases performance also has the capacity to improve engine/fuel efficiency.
As long as you allow for the stroke being calculated to the point of ignition (which is usually before TDC) valve overlap losses or gains etc - the compression pressure before ignition is roughly close to the C/R * atmospheric pressure * volumetric efficiency (VE). Close enough to realise that even if you have a C/R high - at low revs (when the VE is low) and part throttle openings (when VE is low) the resulting compression pressure at the point of ignition is also low and fuel efficiency is a exponential curve that falls away dramatically at lower revs and C/R's.
So our capacity conversion have improved VE (at lower revs) and hence improved mpg as well which automatically reduces emissions by the same proportion at least.
Our Eco-Power engine has taken things a step further and improved low and mid range fuel efficiency and power even further but the problem then is always to prevent knock (detonation) when it is driven flat out - and it is that area our patent has covered and that our invention is being tested to achieve - and so far it is all working as predicted and really well (as the guy said after he jumped off the Empire State Building - as he passed the 3rd floor and was heard to say "so far so good"!
Having already had reports usually of a 10% mpg improvement (with our standard increased capacity engines) and some claiming even more - we expect to better that significantly - but no funds available it seems any more for such improvements (that could apply to all remanufactured engines and the remaining ICE engines being manufactured) so not confident we can spread the benefit enough to apply globally - at least we are doing our bit for the environment without reducing the performance we all buy the cars to experience and enjoy occasionally (actually improving it).
Baz