TheCleaner
Active Member
ok i know the overall basics of how an engine works and some things in more detail, but theres a few things ive played with in my mind, Ill keep it as short and sweet as possible (although i will end up ranting, haha)
- How does the engine increase rpm in the first place? sound mad? yes i know more fuel in the mix, and im guessing the ignition tinming will change, but im wondering how this works in sequence
as surely just making the cylinder that is first to recieve the higher fuel mix spark sooner will cause ignition during the compression stroke and send the piston back down before the camshaft turns over, which would cause the engine to try and go back on itself (yikes)
- When in neutral, or even less resistant, when the clutch is engaged, and the engine is just spinning its fly wheel, why is it that the engine will not remain at a relatively high rpm after really revving it and then coming off teh pedal.. im guessing again its to do with ignition timing, as fuel mix amount surely doesnt play much of a factor when its just the flywheel spinning.
I would expect that if the clutch is engaged and ignition timing were kept at the high rpm constant it would still spin at the high rpm even if getting a low fuel mix as the 'work done' is just the engine/flywheel, alot less that turning wheels..
which hopefully brings me to my last point, if that above statement is true, why not (maybe they do already) make it possible so theers no need for double clutching, so the car car detect that when the clutch is engaged, and the throttle not, keep rpm at a max (or the rpm the driver last had it when the clutch was first engaged.. thye rpm they would set in double clutching)
maybe im just underestimating the force required to keep just an engine spinning compared to when the engine is engaged with the wheels, especially where turbos and superchargers are concerned
Thanks
- How does the engine increase rpm in the first place? sound mad? yes i know more fuel in the mix, and im guessing the ignition tinming will change, but im wondering how this works in sequence
as surely just making the cylinder that is first to recieve the higher fuel mix spark sooner will cause ignition during the compression stroke and send the piston back down before the camshaft turns over, which would cause the engine to try and go back on itself (yikes)
- When in neutral, or even less resistant, when the clutch is engaged, and the engine is just spinning its fly wheel, why is it that the engine will not remain at a relatively high rpm after really revving it and then coming off teh pedal.. im guessing again its to do with ignition timing, as fuel mix amount surely doesnt play much of a factor when its just the flywheel spinning.
I would expect that if the clutch is engaged and ignition timing were kept at the high rpm constant it would still spin at the high rpm even if getting a low fuel mix as the 'work done' is just the engine/flywheel, alot less that turning wheels..
which hopefully brings me to my last point, if that above statement is true, why not (maybe they do already) make it possible so theers no need for double clutching, so the car car detect that when the clutch is engaged, and the throttle not, keep rpm at a max (or the rpm the driver last had it when the clutch was first engaged.. thye rpm they would set in double clutching)
maybe im just underestimating the force required to keep just an engine spinning compared to when the engine is engaged with the wheels, especially where turbos and superchargers are concerned
Thanks