Okay I just bought a new book called "Introduction to Internal Combustion Engines" written by Richard Stone. In the third chapter dealing with combustion and fuels, he discusses the the benefits of turbulence I will quote part of what he said which I have a question about "For pre-mixed combustion the effect of turbulence is to break up, or wrinkle the flame front. There can be pockets of burnt gas in the unburnt gas and vice versa. This increases the flame front area and speeeds up combustion." Now my question is I remember reading somewhere that it is better to have slower combustion, to reduce the risk of detonation. If this is true is he describing quicker combustion with the assumption that there was not enough combustion taking place, and the engine was leaning out? My other question is has anyone played around with the idea of having something in the intake ports to generate turbulence, not to speed up combustion but to provide a current that would combust more of the air/fuel mixture. Or has anyone tried changing the shape of the indentation in the rotor to try and attempt the same idea, but still retaining the stock compression. I think this idea would benefit greatly in forced induction situations, considering that most of the turbo guys run extremely rich when they get into boost. If someone could come up with something that would aid in better combustion wouldn't this help them in lowering there air/fuel mixture and thus gain greater hp numbers? I realize that any type of obstruction in the intake ports, can vary many other things, such as timing, and psi capable. If there is anything else that it might affect please mention it. This is just something that I thought of while reading this and was interested in. Thanks guys.

- Steiner

 

If you can burn the mixture fast enough, you can start the burn much later, meaning the engine isn't having to fight to compress a burning charge. This reduces peak pressures in the chamber.

Also, if you can burn the mixture fast enough, there is no time for detonation to occur!

You might be interested in going to www.theoldone.com and reading up on the theory behind his "Soft Head" combustion chamber designs. Basically a proper combustion space (which unfortunately for us is impossible with a rotary engine) for rapid burning combined with properly engineered swirl in the chamber to allow for a kind of built-in stratified charge burning allow for absurdly low BSFC's and low exhaust temps (like try 800degF at full throttle!).

 

Thank you very much peejay for that information! I will definately look into that. Thanks again. Anyone else have anymore information?

- Steiner