Ok, so David mentions something and you go and google it attempting to sound intelligent. You've managed again to make yourself look even dumber.Originally Posted by nelson9995
Please kid, for the love of god quit embarrassing yourself. You lack the mental capacity to debate this topic...... move on. Do you not understand how stupid your little math equation is? seriously... when you typed that shit out did you really think you were making any type of point? good god man................
"Volumetric efficiency in internal combustion engine design refers to the efficiency with which the engine can move the charge into and out of the cylinders. More specifically, volumetric efficiency is a ratio (or percentage) of what quantity of fuel and air actually enters the cylinder during induction to the actual capacity of the cylinder under static conditions. Therefore, those engines that can create higher induction manifold pressures - above ambient - will have efficiencies greater than 100%. Volumetric efficiencies can be improved in a number of ways, but most notably the size of the valve openings compared to the volume of the cylinder and streamlining the ports. Engines with higher volumetric efficiency will generally be able to run at higher speeds (commonly measured in RPM) and produce more overall power due to less parasitic power loss moving air in and out of the engine.
There are several standard ways to improve volumetric efficiency. A common approach for manufacturers is to use larger valves or multiple valves. Larger valves increase flow but weigh more. Multi-valve engines combine two or more smaller valves with areas greater than a single, large valve while having less weight, but with added complexity. Carefully streamlining the ports increases flow capability. This is referred to as porting and is done with the aid of an air flow bench for testing. Another major aspect of design is to use a crossflow cylinder head, which has become the standard configuration in modern engines.
Many high performance cars use carefully arranged air intakes and tuned exhaust systems to push air into and out of the cylinders, making use of the resonance of the system. Two-stroke engines take this concept even further with expansion chambers that return the escaping air-fuel mixture back to the cylinder. A more modern technique, variable valve timing, attempts to address changes in volumetric efficiency with changes in speed of the engine: at higher speeds the engine needs the valves open for a greater percentage of the cycle time to move the charge in and out of the engine.
Volumetric efficiencies above 100% can be reached by using forced induction such as supercharging or turbocharging. With proper tuning, volumetric efficiencies above 100% can also be reached by naturally aspirated engines. The limit for naturally aspirated engines is about 137%;[1] these engines are typically of a DOHC layout with four valves per cylinder.
More "radical" solutions include the sleeve valve design, in which the valves are replaced outright with a rotating sleeve around the piston, or alternately a rotating sleeve under the cylinder head. In this system the ports can be as large as necessary, up to that of the entire cylinder wall. However there is a practical upper limit due to the strength of the sleeve, at larger sizes the pressure inside the cylinder can "pop" the sleeve if the port is too large.
Volumetric Efficiency is frequently abbreviated as "VE" when discussing engine efficiency."
THIS IS THE PART THAT MATTERS YOU MOTHER FUCKING BRAID DEAD DIPSHIT.
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