[Dr_Dirt]

Regarding the new V8 TT, I thought this was a more interesting feature...

Between the compressor outlet and the intake manifolds lie a pair of air-to-water intercoolers, one for each bank. Such an intercooler reduces packaging volume and tract length compared to a top- or front-mounted air-to-air heat exchanger.

[Garrett]

Originally Posted by FastLane

Shit happens isnt acceptable when shit is happening to everyone, capiche? Or when ur in the middle of a race, u cant say u lost cause shit happens.

What im tryin to get at (and not argue about) is that with a lower compression ratio on gasoline direct injection turbo engines, u have the best chance of maximizing potential hp. The Alpina lowered the CR on the B3.....why? I would love to know what else they did as a result, such as did they run leaner? adv/retard spark? are they running dead on stoich? why 16psi (turbo limited? heat limited?)?

Fastlane... your overstating the OBVIOUS.... is all O-Cha is saying. It's common knowledge, but what you don't understand and what O-Cha is saying is: We dont know anyone (or personally remotly care) who's looking to get a 10 second 1/4mile in a 335i!

That car would be unstreetable and also could be constrewn as a sacrilege, for grossly missing the point of the car...!

Less your building a Funny Car..!







-Garrett

[Garrett]

Originally Posted by FastLane

ok you have prooved that I am wrong several times already since the second post on this thread. And you've prooved Alpina wrong too, congrats, here's your cookie.

BUT, the ecu flash potential is nearing its peak performance levels and Alpina is the first one to lower the CR and alter major engine components. Just wanted to know what everyone thought about that....

Explain this to me.... Your saying the limitation on the engine is the ECU...? What planet are you from...! How's a piggy going to do it, if the ECU can't..?

[O-cha]

Originally Posted by Garrett

Explain this to me.... Your saying the limitation on the engine is the ECU...? What planet are you from...! How's a piggy going to do it, if the ECU can't..?

You have to ignore the really stupid things he says and try and discuss the ones that make sense but are just wrong. Otherwise you will go crazy quickly.

[benyl]

fatter head gasket. Don't S2000 guys do that to lower compression when they supercharge the S2K?

[turbojet3]

The theory is lower compression and high boost has a larger combustion charge and a lighter piston.

[AWD Addict]

Originally Posted by FastLane

and yes I know that pre-ignition ISNT detination, but if you pre-ignite to early and too hard, you have a pretty good chance of detinating/knocking theoretically speaking, even in a DI engine (just less likely)

DETONATION

[AWD Addict]

Originally Posted by FastLane

the Boxer engine is just an engine type, just as the V or I set at 180 degrees or 0 (but no one does this). Depending on how you mount it, transversely or longitudely and the number of cyclinders used, determines the balance of an engine (also the amount of strokage, 2 or 4). Also a boxer engine DOES require a balance shaft where as a I6 does not.

A quick calculation (for V engines this doesnt apply to an I) to determine a 4 stroke engine balance is by taking 720 degrees (because there are two revolutions per every 4 stroke ie 1 cycle) and dividing it by the number of cylinders. In this case we'll use a V8. 720/8 = 90...as in 90 degrees. This is the distance between firing events. So if you seperate your cyclinders firing by 90 degrees you can achieve a near perfect balance.

A straight 6 is perfectly balanced because cylinders 1 and 6, 2 and 5, 3 and 4, are in opposite cycles (when 1 is in the compression stroke, 6 is in its exhaust stroke) and this naturally balances the engine.

Yeah, I'm pretty sure the Flat 6 is basically the best format for a balanced engine.

According to Wiki (and everything I know):

There are four different forces and moments of vibration that can occur in an engine design: free forces of the first order, free forces of the second order, free moments of the first order, and free moments of the second order. The straight-6, flat-6, and V12 designs have none of these forces or moments of vibration, and hence are the naturally smoothest engine designs.

and

the flat-6 is a fully balanced configuration which is in perfect primary and secondary balance. The three cylinders on each side of the crankcase tend to have an end-to-end rocking motion, like a pair of straight-3 engines, but in the usual boxer engine configuration, the imbalances on each side cancel each other, resulting in a perfectly smooth engine.

The boxer engine doesn't need a balance shaft. I have no idea where you got that one.

Seriously, you need to start doing some reading, dude. You've basically made completely inaccurate statements in every post in this thread.