See full version: Who had swirl charge combuston out board
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Date and time: Tue, 31 Aug 2021 03:28:37 GMT
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As we mentioned before, the likes of Suzuki had studied both the DFV and the Merlin and in the late 1970s (at a time when the DFV derivatives were still winning in F1) Suzuki engineer Sadao Shirasagi was given the job of improving the firm’s range of GS750 and GS1000 engines for a new range of motorcycles. What he came up with – TSCC – did owe a fair amount to the DFV…
So it proved that TSCC promoted even distribution of the fuel, which – allied to the overall design of the combustion chamber itself – permitted a higher compression ratio without the worry of pre-ignition. The central spark plug also ensured an even-burn of the intake charge, hence giving more complete combustion. Meanwhile the included angle between the GSX1100’s valves of 40 degrees meant they were located closer to a point right above the combustion chamber, allowing a smoother shape for the intake port, as the valve guides didn’t intrude into the port itself. here
When the 750J Slingshot arrived, mods were made to the TSCC to give even better combustion with the larger valves of the new motor. With the introduction of the water-cooled WN in 1992, a more compact combustion chamber with smoother intake ports to minimize turbulence was debuted.
As technology developed, so did TSCC. By 1983 when the GSX-R750 was on the drawing board, many tuners were coming to terms with the limitations of the original TSCC design. Some were cutting chamfers into the top of the cylinder at the four corners of the combustion chamber. The idea was to increase the spread of combustion and reduce detonation. In the GSX-R750, TSCC was made more compact being completely within the cylinder bore, and equipped with larger valves compared to the out-going GSX750. Air was fed by the eight-litre air-box under the tank as part of the DAIS or ‘Direct Air Intake System.
Swirl in a two-valve head: The air comes in the cylinder off-axis on one side and spirals down the long side of the cylinder bore, opposite the port entry. Swirl should be positive, rotating away from the inlet-port side of the cylinder.
Photo: Ken Sperry/Pat Baer
Combustion chambers have come a long way since these old “real” Pontiac V-8 open-chamber heads, circa 1968 and later. Notice there is no designed-in swirl or mixture motion whatsoever, just the first attempt to meet early emissions standards.
Photo:Marlan Davis
We think of electronic engine management systems and multiport electronic fuel injection (EFI) as primarily responsible for the improved air/fuel distribution and performance as Detroit clawed its way back into performance starting in the mid-1980s, but—good as they were for that day—initially the new electronics were really just Band-Aids grafted onto carryover engine designs. The big change started in the 1990s, when the OEs started tinkering with cylinder head design to induce swirl and tumble in internal combustion engines.
This is Trick Flow Specialties’ improved version of GM’s LS7 cylinder head. The modern high-swirl combustion chamber has directional vanes or fins in the chamber to induce swirl while angling the spark plug toward the exhaust side to protect the plug from excess fuel wetting. A sophisticated chamber like this is one reason LS motors can run 11:1 compression ratios with relatively mild cams on 91-octane pump gas. [links]
Swirl in a two-valve head: The air comes in the cylinder off-axis on one side and spirals down the long side of the cylinder bore, opposite the port entry. Swirl should be positive, rotating away from the inlet-port side of the cylinder.
Photo: Ken Sperry/Pat Baer [links]
Combustion chambers have come a long way since these old "real" Pontiac V-8 open-chamber heads, circa 1968 and later. Notice there is no designed-in swirl or mixture motion whatsoever, just the first attempt to meet early emissions standards.
Photo:Marlan Davis [links]
We think of electronic engine management systems and multiport electronic fuel injection (EFI) as primarily responsible for the improved air/fuel distribution and performance as Detroit clawed its way back into performance starting in the mid-1980s, but—good as they were for that day—initially the new electronics were really just Band-Aids grafted onto carryover engine designs. The big change started in the 1990s, when the OEs started tinkering with cylinder head design to induce swirl and tumble in internal combustion engines.
This is Trick Flow Specialties' improved version of GM's LS7 cylinder head. The modern high-swirl combustion chamber has directional vanes or fins in the chamber to induce swirl while angling the spark plug toward the exhaust side to protect the plug from excess fuel wetting. A sophisticated chamber like this is one reason LS motors can run 11:1 compression ratios with relatively mild cams on 91-octane pump gas.