BMW Blowing fire at 1664 HP
11-06-2007, 09:08 PM
#1
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BMW Blowing fire at 1664 HP
E46 BMW M3 4 Rotor GT60 Turbo, Mazsport & Graphic Skills Racing. 1664HP 1158lb/ft
I guess thats the header leaking at the head?
http://uk.youtube.com/watch?v=uO1782B6RZw
[YOUTUBE]http://uk.youtube.com/watch?v=uO1782B6RZw[/YOUTUBE]
I guess thats the header leaking at the head?
http://uk.youtube.com/watch?v=uO1782B6RZw
[YOUTUBE]http://uk.youtube.com/watch?v=uO1782B6RZw[/YOUTUBE]
11-07-2007, 10:21 AM
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Looks that way. Lean is mean! The way they're making those extended pulls like that and making so much heat, that header flange is probably as flat as Lake Michigan on a windy day. 
Turbos are nice, but I prefer good ole' fashioned natural power.
[YOUTUBE]http://uk.youtube.com/watch?v=QxYbVoamR24[/YOUTUBE]
Turbos are nice, but I prefer good ole' fashioned natural power.
[YOUTUBE]http://uk.youtube.com/watch?v=QxYbVoamR24[/YOUTUBE]
11-07-2007, 01:20 PM
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The whole manifold doesn't really look up to the job. Can't think of a better way to wreck rotor case castings than to have the flange leaking like that.
Probably not gasketted, it really should have wills rings between the mani flange and the rotor case port face.
Impressive numbers though albeit for a very short time.
Probably not gasketted, it really should have wills rings between the mani flange and the rotor case port face.
Impressive numbers though albeit for a very short time.
11-07-2007, 08:41 PM
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Right now, the stress on a set of Pro Stock springs trying to control the weight and the amount of travel of the valvetrain, at 10,000+ RPM, is unreal. I think a set of their springs are only considered to be usable for something like 4 or 5 passes (or dyno pulls)! They could continue to make more power, as long as they can turn more RPM, but that's the brick wall they are up against with a pushrod type engine.
Try a turbo on a Formula 1 engine, where RPM isn't a issue. That could be nuts!
11-08-2007, 05:09 PM
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Pneumatic valves are the main problem with a pushrod actuation system though: the inherent flexibility in the valvetrain and the masses involved are the main problem. While improving the valve control helps, the stresses and uncontrolled dynamics of the follower/pushrod/rocker system are still unresolved.
Last time F1 had turbos, 1.5l engines made over a 1000bhp for a 2 hour race.... Mostly running toluene though, so not strictly gasoline!
Last time F1 had turbos, 1.5l engines made over a 1000bhp for a 2 hour race.... Mostly running toluene though, so not strictly gasoline!
11-08-2007, 06:46 PM
#9
Pneumatic valves are the main problem with a pushrod actuation system though: the inherent flexibility in the valvetrain and the masses involved are the main problem. While improving the valve control helps, the stresses and uncontrolled dynamics of the follower/pushrod/rocker system are still unresolved.
Last time F1 had turbos, 1.5l engines made over a 1000bhp for a 2 hour race.... Mostly running toluene though, so not strictly gasoline!
Last time F1 had turbos, 1.5l engines made over a 1000bhp for a 2 hour race.... Mostly running toluene though, so not strictly gasoline!
I thought they were using eletric pneumatic/eletric solenoids to open the valve now?
11-09-2007, 06:15 AM
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Only on prototype engines for development use.
No-one has an engine in F1 or anywhere else outside the dyno room with E-mag valve acutation.
Previous post should have read that pneumatic valves AREN'T the main problem as it is the pushrods etc etc.
No-one has an engine in F1 or anywhere else outside the dyno room with E-mag valve acutation.
Previous post should have read that pneumatic valves AREN'T the main problem as it is the pushrods etc etc.
