What do you want to see, besides naked ladies? The Gearhead Garage is for you the Car-Forums community, so please post your ideas for upcoming topics. Thanks. :idea: :idea: :idea:
a lot of people dont know anything about some of these... so il just list a
bunch of stuff: (plus i may learn somestuff :oops: )
>forced induction (both turbo and supercharger)
>clutch (cable and hydrolic)
>rotoray (good fun)
>and more i cant think of right off the bat
Thanks, I'll put those on the wish list. ;)
right on :thumbs:, this place wil probably be my second school, haha
how a transmission works....always wondered how they work
Good topic. How about just maintence. I think the workings of it would take a book! Maybe vwhobo could write his own ebook and sell it for a buck a pop. You know he has his own web site ! :D
I dont think thats actually his website....am i right vwhobo?
Ah, that's a negative on the website there fellas. Hell, I can just barely
navigate this one much less do my own.
I fully agree that the transmission would make a good topic. The thing is as lectroid says, there is alot to it. I'm trying to figure out how to hit the high points and even that will probably take two weeks worth of typing.
Maybe if I get a cute blonde to sit on my lap and take dictation... ;)
hehe. maybe you can explain manual one time and automatic a second....
Hey,I was only kidding bout the web site, that was brought up before,"I think." " Maybe if I get a cute blonde to sit on my lap and take dictation..."= Topic could only be automatic or maybe manual for the little dreamers that still have their hands for a #@#@##@ lol: hehe, I also despise typing, if you can call it that[ 60 words an hour]
i'd like to second this one
it's probably the area that i fall down in most
i do good about oil changes, and tune-ups, but beyond that....
I could've used a; "How to change a fuel filter on a 1995 Honda Accord LX"
What a pain in the @ss that is. Needless to say, we couldn't do it with my ultimate set of tools. It is positioned near the firewall, under the master cylinder and seemingly unreachable from underneath as well.
Oh well...to the shop it went today.
perhaps something on how cold effects the engine of a car.
Might be pretty nice to have here in Wisconsin.
I've always wondered exactly how a "horizontally opposed" engine worked as opposed to a regular v or a flat. I've heard about them a lot but I've never really been able to get a definitive answer cause hardly anyone in America has them. That'd be swell.
I don't think I can work that answer into 1000+ words. Let's just say it's not too hard to find a horizontally opposed engine. Subaru sold 186,000 cars in the US last year, look under the hood of one of them.
and porches (sans the cayenne, of course.)
And the 924, and the 944, and the 928. That's why it was easier to just say Subaru.
right you are!
macewielder wrote: -
"I've always wondered exactly how a "horizontally opposed" engine worked as opposed to a regular v or a flat."
maceweilder, a horizontally opposed engine is a flat engine, which is also known as a 'boxer engine'.
A horizontally opposed engine is really self-explanatory - it has pistons that are horizontally opposing each other. That’s why they’re also known as ‘flat engines’ – because if you were to lay a rectangular cuboid on its side instead of standing it up then it's ‘horizontal’ and placed ‘flat’.
Here’s a list of terms for any car engines so that you don’t get them confused: -
Straight, V and W are engine configurations.
Horizontal/flat/boxer and vertical are also factors of engine configurations.
Inline and transverse mean how the engine is placed in the bay.
Rear, mid and front are referring to the engine (bay) location.
Front end alignments.
ill second the rotary, unless its already been addressed.
The stuff vwhobo did on horsepower and the cooling system was great.. but i'm left wondering how long he took to type it if it took me that long to read it.. The rotary engine would b a great topic.. :thumbs: How about electronic torque biasing differentials, 4wd systems and ECM’s? It might not b so technical but could you cover the issues of preparing your car to do racing at weekends etc? i.e. safety and weight saving ideas? Not that my ideas are any good or anything, but maybe you could extend the topics to cover driving techniques as well….? Cheers. :laughing:
The hobo loves nothing more than to peck away on his keyboard. His next
favorite thing would be, is to have a sawbriar, or rose bush drawn across
his ass. :laughing: I would say he did not and does not sit down and type
all of his technical posts, at one setting,(MS Word is a wonderful thing)
after getting all the crap from some of our more mature members(12-16yr
olds) of this forum, why does he even stay in here? Hell,I guess he cares.
This is in NO way directed to you,R34. I just get so tired of some of these
little morons that don't appreciate a DAMN THING that you try to give
them!!!! "It's all about "ME right NOW" :evil: I'm very calm now. SJ,BW,
you don,t have to lock this :ohcrap:
Retract the 12-16 yr olds, to only inclued the immature pricks.
I was so tempted to close this thread...and then you ended with the
Come on... :doh:
Thank You, I think :laughing:
i would have had no need to lock it...its when theres 35 flaming posts in an hour when we get concerned.
I can do that :laughing:
I couldn't agree more with the above list. Not to concerned with VTEC as I
think it is nothing more the variable timing used to increase economy. I
could be wrong and it wouldn't be the first time. If I'm right... I think
its funny how certian generations think VTEC is some kinda high performance
Anyways, I would also love to learn about rear-ends. Before anyone else says it, I'm not talking about human rear-ends. Just want to put the nix on that one. But, what exactly is a 3.55 and how does it differ from a 3.31? Pros and cons etc.
Also gear ratios? Final drive ratio and such. Just some ideas. :2cents:
aagh Sarge your avatar is getting me confused...when you post i think its
but yeah i agree - im curious about the whole drive ratio thing.
I must confess, I stole it from Lectroid. LOL :laughing: :wink2:
i hate to say it, but the VTEC system is a high performance system, although you are right about it being a fuel saving idea too..i will explain it in greater detail at some other time. is it ok Vwhobo/bav/SJ (moderators generally?) if i post something on the VTEC system? its about 2000 words long and i should confess that it is not my own work, but it is very informative and useful..
Make sure you give credit to the author...but if you could, just post a
link if you can...makes it easier IMO.
sorry, i only got the writing, can't remember the website...!
"The engineer Giovanni Torazza, at Fiat, conceived and
developed a valve operating mechanism that does everything to ensure that
the engine should combine the best features of the most rabid and most
restricted of conventional types.
The essence of the Fiat Torazza engine comes from early developments announced in 1970 by General Motors who had been experimenting with intake valve throttling. Here, the pivoting rocker levers of an otherwise fairly conventional pushrod engine were given movable fulcra enabling the intake valve lift to be varied. The object was to correct the cyclic variations of cylinder pressure suffered by a conventional engine digesting very weak mixtures. By minimising the vavle lift so as to create the smallest possible opening for the load applied, and thus maintain the full pressure drop across the port, the velocity of the incoming charge is kept up to the speed of sound. The droplets of petrol passing through the port undergo almost explosive atomisation in these circumstances, resulting in fast and consisten combustion immediately after ignition, even when the engine is running lean at part load.
The object, as might have been guessed from the date of the announcement, was to reduce toxic emissions in the exhaust. Torazza took the idea further, arguing that the possibility of changing both intake and exhaust valve opening duration and lift as a function of speed and load must be even more attractive. The essential mechanical features were an oscillating cam driven by an eccentric and connecting rod, and finger follower in an arc swung from the cam's centre of oscilllation, timing and lift were altered simultaneously - lower lift and softer timing in one direction, higher lift and sportier timing in the other. The typical valve opening variation in lift amounting to 37 per cent. Control was effected hyraulically through a three dimensional cam moved axially in response to engine speed and radially to inlet manifold depression.
The snag encountered by General Motors with their intake valve throttling was that in light-load running, when valve lift was very small, despite the high airflow velocity across the seat there was not enough movement upstream in the induction tract to support the droplets of fuel sprayed by the carburettor jet or conventional injector nozzles. This objection could be overcome by the truly atomised mist produced by Petrol Injection Limited as a more acceptable successor to their earlier Tecalemit-Jackson equipment. However, engineer Torazza has not reported any such difficulties, on the contrary finding no increase in the engine's tendency to detonation despite evidence of a leaning out of the mixture. This he thought might be due to an improved mixing of fuel and air downstream from the carburettor, as well as to the higher gas velocities across the valve opening annulus.
The experimental results verified by Fiat for the Torazza engine are wholly encouraging. An increase of bmep of over 30 per cent is realised at low speeds, drooping to 5 per cent at high engine speed where the size of the inlet and exhaust passages is the controlling factor. We should bear in mind that the conventional engine with which it was compared was camshafted for optimum performance in a regime between 60 per cent and 90 per cent of maximum power speed. It is worth mentioning that the whole arrangement was simply superimposed on normally-produced four-cylinder Fiat car engines, in one case with inclined opposed valves in the standard hemispherical combustion chamber, and in the other with in-line valves in the standard wedge type combustion chamber.
Other points to note were that the specific fuel consumption was improved and that valve gear noise was no greater than in the standard production engines. No abnormal vibrational fatigue was observed in the valve springs or the kinematic system, nor any abnormal wear in any enigne component after 600 hours testing, much of which was at maximum power and at overspeed.
Inevitably such mechanism is more costly than the normal arrangement because of a greater number of components demand more production operations and more complex assembly. A study of the torque characteristics of the engine make it clear, however, that if the unit is designed ab initio for this variable timing system, the increased cost may be compensated by the better performance and the possibility of reducing the engine displacement or, more probably, the number of transmission ratios and thus the overall weight of the power train. There are more possibilities inherent in the system, notably that of obtaining better mixture homogeneity through valve throttling at part-load and an internal exhaust gas recirculation by means of negative valve overlap. Moreover, some of the characteristics offered by this variable valve-gear may be of value not only in competition engines but also in the diesel and multifuel field: chief of the attractions is the possibility of increasing the engine's breathing capacity and turbulence throughout its speed and load range, and the possible improvements when starting at cranking speed."
Honda has improved on Torazza's original idea in the 20 years between his engine, and VTEC. VTEC varies the lift and timing by having two sets of rocker arms. The first operates directly on the valve, riding on the lower lift cam lobes. The second set ride on the higher duration lobes. In order to engage the higher lift a set of pins lock the first and second sets of rockers together forcing them to operate on the higher lift lobes. Although the engagement is mechanical, the pins are operated by a hydraulic selunoid. This is activated by the engine's computer which measures oil pressure, engine tempature, throttle postion, and many other things. When the engine is cold, VTEC will not engage to avoid potentially damaging the engine parts.
...and there we have the VTEC system.. hope that was helpful and informative.. and i give credit to the author, who ever you may be..
whoa thats some long shizzle. :ohcrap:
don't say i didn't warn you... well, actually, you could really... :thumbs: (because this is my 50th post am i only a new or a bie now?)
2000 words is actually less than I expected.
yeah, sry, it was in bigger text in my word document and took up nearly 6 pages, and going by the rough estimation of 300 words/page i thought 2000 words was a good estimate.. how wrong we can be.. :banghead: :lol: :thumbs:
Thanks man. When someone types all that for my benefit, its doesn't go
un-appreciated. It appears to be similar to what Ford is doing with the
new Mustang ( :drool: ) and the VVT design. Again, I could be wrong. I
think the VVT was also used on the 5.4-litre V8 F-150's.
New question..... SORRY!!! I'm really trying to learn as I am extremely intrested in all this technology.
I'm trying to read how the VTEC compares to the VVT. I get to reading it and my head gets overloaded. Can you explain (in laymans terms) how these systems compare? Being the loyal American car lover that I am, is Ford's design a big improvement over the VTEC? I must confess, I swell a little with pride when I hear that the Big 3 have come out with technology superior to that of the import companies. Yep, I'm a VERY proud American.
Thanks again. :thumbs:
You don't have to apologize, we're all here to learn and asking is the best way.. :thumbs: I think, I may very well be mistaken but i believe that the system is to improve the atomization (mixing) of the fuel at lower engine speeds to improve (smooth) the idling of the engine. When the airflow through the induction manifold is slowed down due to low engine speeds the air does not have such turbulence and so the fuel does not atomize so well, so by creating this restriction the same amount of air is moving through a smaller gap and so it speeds up (much like rapids in a river), now when the fuel is introduced to this faster flowing stream of air the atomization is greatly improved. if you want to see the two diffrent systems (VTEC Vs VVT) go to this link. http://www.billzilla.org/vvtvtec.htm - i hope that answers your question. :thumbs:
I appreciate it. I hate soundeing like a dumbass but I also can't stand poeple who talk about shit they know nothing about, just to hear themselves speak. I figure if I'm going to add any to these threads, I might as well be knowledgeable. Thanks again.
yeah, i know how you feel about ppl talking shit. don't worry about feeling like a dumbass, just offer what knowlage you can and i'm sure it will be appreciated and as for learning more, i'm in my final year studying automotive engineering and yet i still feel like i know nothing.. :laughing: .. glad i could be of help, any more questions don't hesitate to ask.. :thumbs:
ALRIGHT you avatar thief :cussing: :laughing: I'm proud that you took it :thumbs: It's as much yours as it is mine. My youngest brother is in the Air Force and just received the SNCO of the year award. Be smart, be safe.
Not to deflate your pride or anything, but... I also won SNCO of the year along with NCO of the year (twice) and Airman of the year. That just proves they'll give it away to anybody.
And you are saying that didn't make you or your family proud? I know better /don't jerk my chain. :laughing:
It was something that went with the territory. I would have been much happier doing my job instead of winning awards. In my case I was the poster boy for the non-politically correct, we're here to fly jets and kill things types. Sort of the anti-award winner. I can't say I wasn't proud but unlike most people who win them I never persued the awards.
I understand. He is a doer and not a persuer. He's been up for cheif twice, but just doesn't have the right politics for the stripe.
I can't speak for all my brothers/sisters, but most I know are not glory
hounds. It is always nice to recieve recognition and all, but that is not
why we put on the "Green Tuxcedo" everyday. Most of the time, they like to
have a Commanders Call holding everyone after shift to attend, and from
personal experiance, one feels aweful for being somewhat responsiable for
people staying after. I have just always been modest, thats all.
Anyways... I didn't think you would mind me borrowing your Avatar. And if you did.. whatcha gonna do about it... I have an issued M-16A2... LMAO!!!! Just kidding.
And VW, when can we expect to see some more in the Gearhead Garage? The natives are getting restless!!!! LOL
Have a great day/night guys. Talk to ya soon. :thumbs:
Not to be rude, but back to what do we want to see. :smoke: How about the Hemi head, CVH system and such similar systems. Or maybe a topic about volumetric efficiency, thermal efficiency and frictional efficiency. :thumbs:
You also may be intrested to know about BMW's CVVL idea (continuously varible valve lift) if you are interested in improving the volumeteric efficiency of engines. Here is a like to find out more. www.pattakon.com/ vva/intro.htm Hope you find it useful... :thumbs:
I second the forced induction thing.
I probably don't need to ask, but REALLY in depth.
What engine components are necessary to make a naturally aspirated engine into a forced induction? Etc, etc, etc.
Maybe something on AWD and/or positraction?
AWD sounds good :mrgreen:
Ohh! I got one! How about the ins and outs of a flat # engine! I saw today that Porsche uses a flat 6 (It embarreses me to JUST realize this) and I've been wondering ever since why they call it a flat # engine. I know why they call V6 engines that, because the pistons are in the shape of a V. Inline 6, well, all 6 pistons are inline with each other. but a flat #? makes me curious.
Flat...three pistons to the right, three to the left...their stroke is
parallel to the ground.
Thanks Bav. That's what I was thinking but I wasn't sure.
Hey...I'm counting that one as a point. I'm now 1-5!!
It's my, "Actual Help Offered" stat...for my own amusement.
Here is a Subaru pic of the internals of an H-4...
Heres a pic of the different types of engine layouts...