The engine tuning passes through PME maximization...
Engines tuning for thermal, mechanical and volumetric efficiency
We always work side by side with a large number of mechanics and racing teams in order to improve these efficiencies:
It's the ratio between the total energy avaiable during combustion and the real available energy at mechanical level ( the mechanical pressure on the face of the piston ). This term refers to the exploitation of the potential of the fuel and it is influenced by several factors that directly affect the combustion efficiency, for this reason we usually take care of shape and size of the combustion chamber by changing compression ratio, considering all the other parameters such as engine knocking, squish, carburation, etc.
It's the ratio between the mechanical energy transmitted to the piston and the one that is actually available at the output of the cranckshaft. This ratio indicates all the various mechanical internal losses of engine due to sliding ( cylinders - pistons- segments ) rollings ( cranckshaft and distribution) and various losses like compression of springs , oil pump , water pump , alternator , etc... We can improve mechanical efficiency working on crankshaft and on all rotating parts of the engine by optimizing tolerances of mechanical components , changing materials and surface finishing , increasing the smoothness ensuring the seal of rings, pistons,valves, calibrating passive loads such valve springs , balancing the force required with the loss of load resulting , working on course and conduits of lubricants and refrigerants, calibrating always the minimum flow necessary with the relative losses of energy.
It means how "efficiently" a cylinder is filled in comparison to the theorical values. Volumetric efficiency depends on engine speed rotation and ports shape. VE is important because amount, speed and shape of the flow of combustion-air that is able to come in chamber, is closely related to how much energy we can get from the engine, regardless other losses.
To modify the flow of combustion air (air and fuel ) we have to study shape and size of intake and exhaust systems , from intake ports to the chamber, till exaust pipes. There are many specialized companies in camshaft tuning that can offer most varied profiles , but we can offer our support with our new arrival:
Rottler's New P69 5-Axis CNC Cylinder Head Porting Machine offers the precision and speed needed to reproduce cylinder heads with exceptional accuracy , with no handwork needed. The P69 also has the capability of porting intake manifolds with the same techniques used to port cylinder heads.
The PC-based single processor control system by Direct Motion is highly interactive and very responsive. It allows the machine to do complex and sophisticated functions.
The upgradeable software can be networked for enhanced efficiency. The Advanced DM software tools allow manipulation of port design and minimize digitizing time and cutting. The P69 has very fast rapid movements and cutting speed with infinite look-a-head capabilities offering fast production times.
A big advantage is the equality and uniformity between all ports of the cylinderhead and its reproducibility on many and many others cylinderheads
Combined with this CNC machine we have also two Newen CNC boring machines for valve seats.
Also in this case we can change seat profile as required by the customer ensuring machining tolerances unmatched by conventional machines , we are talking about 0,002 mm on the roundness of the seat and 0.005 mm of concentricity between guide axis and seat axis.
With these manufacturing tolerances the " grinding " of the valves is counterproductive , in this way we avoid to damage the surface of seat and valve, and that is very important also in case we work on seats for titanium valves.