What about a Miller Cycle camshaft?
Nov 23, 2005 | 07:10 AM
#11
Here's what I think I would get.
Slightly better milage off the boost due to the reduction in pumping losses while still keeping the same sized combusion area and expansion ratio.
The ability to run higher boost on the stock 9.1 pistons than I could with a 9.1 Otto compression ratio, so more power than I could make without a lowered compression ratio on the standard Otto. And to do it more effeciently since the high boost charge will still be burnt in the small combustion area. So more power on the stock engine than I could get with the Whipple running 8 pounds without dancing around detonation.
If I've studied correctly, this is the best of both worlds. Now if one were to build an engine from scratch for high boost with lower compression there might be more power to be found but with lower mileage and lower Brake Specific Fuel Consumption.
At this point I just want to maximize the power I can make without a rebuild. Since I have the correct style of supercharger needed to do it and an engine that would benefit from it why not give it a shot? Avoiding detonation on pump gas and better fuel effeciency only make this more attractive.
But don't worry, my attitude is still F the gas mileage I'm not going to waste any time getting where I'm going. I know from experience that my truck will hit 70-75 passing a single car doing 45-50 all the while towing a 30 foot travel trailer. It will also outrun a mid '90s C1500 top end while towing an empty car hauler. He wanted to play games and block lanes to start a race. You should have seen the look on thier face when they noticed the trailer passing them, what a laugh. Yeah F gas mileage, I want power. Hopefully this will be a cool way to get it.
Vernon
Slightly better milage off the boost due to the reduction in pumping losses while still keeping the same sized combusion area and expansion ratio.
The ability to run higher boost on the stock 9.1 pistons than I could with a 9.1 Otto compression ratio, so more power than I could make without a lowered compression ratio on the standard Otto. And to do it more effeciently since the high boost charge will still be burnt in the small combustion area. So more power on the stock engine than I could get with the Whipple running 8 pounds without dancing around detonation.
If I've studied correctly, this is the best of both worlds. Now if one were to build an engine from scratch for high boost with lower compression there might be more power to be found but with lower mileage and lower Brake Specific Fuel Consumption.
At this point I just want to maximize the power I can make without a rebuild. Since I have the correct style of supercharger needed to do it and an engine that would benefit from it why not give it a shot? Avoiding detonation on pump gas and better fuel effeciency only make this more attractive.
But don't worry, my attitude is still F the gas mileage I'm not going to waste any time getting where I'm going. I know from experience that my truck will hit 70-75 passing a single car doing 45-50 all the while towing a 30 foot travel trailer. It will also outrun a mid '90s C1500 top end while towing an empty car hauler. He wanted to play games and block lanes to start a race. You should have seen the look on thier face when they noticed the trailer passing them, what a laugh. Yeah F gas mileage, I want power. Hopefully this will be a cool way to get it.
Vernon
Nov 24, 2005 | 01:46 AM
#12
TECH Enthusiast
Joined: Dec 2003
Posts: 572
Likes: 0
From: Western WA
I've been doing some reading up on the Miller cycle since discovering this post, and now wondering if this is what CAT uses in their ACERT diesels. They use a series twin turbo system that cranks out a whopping 70+ psi of boost. We had to modify our instrument clusters because the SAE standard boost gauges only went to 31 psi. Hmmmm, will have to ask the CAT rep next time I see him. Anybody here perchance know?
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