![[Datsun 1200 encyclopedia]](/wiki/upload/wiki.png)
| Revision as of 06:18, 24 August 2011 ddgonzal (Talk | contribs) <- Previous diff |
Revision as of 02:44, 16 February 2012 ddgonzal (Talk | contribs) Next diff -> |
||
| Line 1: | Line 1: | ||
| - | #REDIRECT [[General_specifications#Engine_Specifications]] | + | The [[Compression Ratio]] of a gasoline engine determines how efficient it is, how much power is extracted. Modern ratios are around 9:1 ratio. If the engine draws in a liter of air/fuel mixture, when the piston coes up it will compress that to 1/9 the space. This is the compression ratio. The limit to this efficiency depends on the quality of the gasoline. Pre-war cars used low compression in the vicinity of 5:1 to 7:1. But as gasoline blends were perfected, CR could be raised. In the muscle car era most cars were aound 9:1, but factory ratios of some performance models were as high as 12:1. During the 1970s ratios dropped to around 8.25:1 in North America due to the need to control Oxides of Nitrogen. Finally the cars of 2012 are running as high as 14:1 due to computer control of spark timing and variable valve timing. |
| + | |||
| + | = Overview = | ||
| + | Higher Compression: | ||
| + | More power | ||
| + | More fuel economy | ||
| + | |||
| + | Lower Compression | ||
| + | Engine runs Cooler | ||
| + | Emissions are lower | ||
| + | |||
| + | = Stock Compression Ratio = | ||
| + | Datsun 1200 A12 engine | ||
| + | 9.0:1 Japan, Australia | ||
| + | 9.0:1: 1971 Export | ||
| + | 10.0:1 A12GX Hi-gas | ||
| + | 9.5:1??? A12GX Lo-gas | ||
| + | 8.5:1: 1972 Export (e.g. North America) | ||
| + | 8.5:1: 1973 North America | ||
| + | |||
| + | = Factors = | ||
| + | Obviously higher compression is desirable for power and fuel economy. What factors influence how much compression ratio and engine can utilize? | ||
| + | |||
| + | * Fuel. The tendency to avoid Pre-detonation varies with the Octane rating. So while "regular" gasoline is good for 8.5:1 in many engine, "premium" allows 10:1 CR. | ||
| + | |||
| + | * Cylinder head material: Alloy cools faster so can take more compression ratio. Cast iron requires about 1/2 point less CR to be safe. | ||
| + | |||
| + | * Bore size - bigger bore (all else being equal) is more likely to see detonation. Smaller bore means the flame quickly and completely burns the fuel without localized hot spots. So the Datsuns (relative to big dinosaur engines) are good on that front. | ||
| + | |||
| + | * Camshaft duration: longer duration and later intake closing bleeds off some compression and means it is safer to run more static compression | ||
| + | |||
| + | * RPM range - believe it or not, the slower it turns, the more chance bad combustion events can happen | ||
| + | |||
| + | * [[Spark Curve|Spark Timing]] - just how well is the timing suited to the combo. | ||
| + | |||
| + | * Intake air temperature (huge factor) and coolant temp (less of a factor than most realise). If coolant temp soars, you're stuffed, but running it ultra cool won't protect very much | ||
| + | |||
| + | * Combustion chamber and piston design - generally Datsun have decent [[quench]] if you're running a closed chamber version of the head, and pistons of either flat top or a dish shape mirroring the chamber shape - both = safer to run higher compression | ||
| + | |||
| + | * Port shape/cross section/entry angle. If it's got good velocity and swirl, it'll suspend the fuel droplets, even mixture distribution, good clean burn, less residual burn going on as the exhaust valve opens, so the exhaust runs cooler, less chance of pre-ignition (detonation). | ||
| + | |||
| + | * Exhaust valve/seat thickness. Sufficient contact area to conduct heat away from ex valve whilst seated. This is why following the Datsun specs for valve seat grinding is critical. | ||
| + | |||
| + | [[Category:Engine Mechanical]] | ||
Revision as of 02:44, 16 February 2012
The Compression Ratio of a gasoline engine determines how efficient it is, how much power is extracted. Modern ratios are around 9:1 ratio. If the engine draws in a liter of air/fuel mixture, when the piston coes up it will compress that to 1/9 the space. This is the compression ratio. The limit to this efficiency depends on the quality of the gasoline. Pre-war cars used low compression in the vicinity of 5:1 to 7:1. But as gasoline blends were perfected, CR could be raised. In the muscle car era most cars were aound 9:1, but factory ratios of some performance models were as high as 12:1. During the 1970s ratios dropped to around 8.25:1 in North America due to the need to control Oxides of Nitrogen. Finally the cars of 2012 are running as high as 14:1 due to computer control of spark timing and variable valve timing.
Overview
Higher Compression:
More power More fuel economy
Lower Compression
Engine runs Cooler Emissions are lower
Stock Compression Ratio
Datsun 1200 A12 engine 9.0:1 Japan, Australia 9.0:1: 1971 Export 10.0:1 A12GX Hi-gas 9.5:1??? A12GX Lo-gas 8.5:1: 1972 Export (e.g. North America) 8.5:1: 1973 North America
Factors
Obviously higher compression is desirable for power and fuel economy. What factors influence how much compression ratio and engine can utilize?
- Fuel. The tendency to avoid Pre-detonation varies with the Octane rating. So while "regular" gasoline is good for 8.5:1 in many engine, "premium" allows 10:1 CR.
- Cylinder head material: Alloy cools faster so can take more compression ratio. Cast iron requires about 1/2 point less CR to be safe.
- Bore size - bigger bore (all else being equal) is more likely to see detonation. Smaller bore means the flame quickly and completely burns the fuel without localized hot spots. So the Datsuns (relative to big dinosaur engines) are good on that front.
- Camshaft duration: longer duration and later intake closing bleeds off some compression and means it is safer to run more static compression
- RPM range - believe it or not, the slower it turns, the more chance bad combustion events can happen
- Spark Timing - just how well is the timing suited to the combo.
- Intake air temperature (huge factor) and coolant temp (less of a factor than most realise). If coolant temp soars, you're stuffed, but running it ultra cool won't protect very much
- Combustion chamber and piston design - generally Datsun have decent quench if you're running a closed chamber version of the head, and pistons of either flat top or a dish shape mirroring the chamber shape - both = safer to run higher compression
- Port shape/cross section/entry angle. If it's got good velocity and swirl, it'll suspend the fuel droplets, even mixture distribution, good clean burn, less residual burn going on as the exhaust valve opens, so the exhaust runs cooler, less chance of pre-ignition (detonation).
- Exhaust valve/seat thickness. Sufficient contact area to conduct heat away from ex valve whilst seated. This is why following the Datsun specs for valve seat grinding is critical.