While the car world is obsessed with everything boosted these days, many still yearn for the smooth power delivery and sonorous tone of a naturally aspirated engine. Of course, everyone still wants to go fast, so here’s how you go about getting more power out of your car without bolting on a big turbo or whining supercharger.
Intakes: This Can Get Pretty Invovled
The intake is one of the first modifications made by many budding car enthusiasts. Throwing on a chromed intake pipe with a big pod filter was the mod to have back in the Fast and Furious era. Power gains can be had, though typically these are minor – on the order of 5-10 horsepower at most. It all depends on the car in question. A BMW M5 V10 was designed for high performance, with a highly advanced intake with individual throttle bodies from the factory. It’s unlikely any eBay parts are going to unlock horsepower that BMW’s engineers didn’t already find. Conversely, early Mazda Miatas are known to have a restrictive intake, largely due to the flap-type air flow meter. Replacing this with a freer-flowing setup has merit.
As a work of art, solenoid engines are an impressive display of electromagnetics in action. There is limited practical use for them though, so usually they are relegated to that realm and remain display pieces. This one from [Emiel] certainly looks like a work of art, too. It has eight solenoids, mimicking the look and internal workings of a traditional V8.
There’s a lot that has to go on to coordinate this many cylinders. Like an internal combustion engine, it takes precise timing in order to make sure that the “pistons” trigger in the correct order without interfering with each other through the shared driveshaft. For that, [Emiel] built two different circuit boards, one to control the firing of each solenoid and another to give positional feedback for the shaft. That’s all put inside a CNC-machined engine block, complete with custom-built connecting rods and shafts.
If you think this looks familiar, it’s because [Emiel] has become somewhat of an expert in the solenoid engine realm. He started off with a how-to for a single piston engine, then stepped it up with a V4 design after that. That leaves us wondering how many pistons the next design will have. Perhaps a solenoid version of the Volkswagen W12?
Doing necessary maintenance on time is key to enjoying your project car. Too many gearheads know the pain of a neglected beast that spends more time up on jackstands than out on the road. Buying the right car, and keeping a close eye on what needs to be done, will go a long way to improving your experience and relationship with your ride.
If you’ve just bought a car, no matter how good things look, it’s a good idea to go through things with a fine-tooth comb to make sure everything’s up to scratch. This can avoid expensive damage down the line, and is a great way to get your feet wet if you’re new to working on cars. Here’s a bunch of easy jobs you can tackle as a novice that will keep your ride in tip-top condition. Continue reading “How To Get Into Cars – Basic Maintenance”→
There’s always something to be learned from taking things apart. Sometimes the parts can be used for other things, sometimes they can be repaired or improved upon, but sometimes it’s all in good fun. Especially in this case where extremely high temperatures and combustible gasses are involved. This is from the latest video from [Warped Perception] that lets us see inside of a catalytic converter as its operating.
Catalytic converters are installed on most vehicles (and other internal combustion engines) in order to process unburned hydrocarbons from exhaust gasses with a catalyst. These can get extremely hot, and this high temperature complicated the build somewhat. There were two prototypes constructed for this build and the first was a cross-section of a catalytic converter with a glass window sealed on in order to allow the viewing of the catalyst during the operation of a small engine. It was easy to see the dirty exhaust gasses entering and cleaner gasses leaving, but the window eventually blew off. The second was a complete glass tube which worked much better until the fitting on the back finally failed.
A catalytic converter isn’t something we’d normally get to see the inside of, and this video was worth watching just to see one in operation in real life. You could also learn a thing or two about high-temperature fittings as well if you’re so inclined. It might be a nice pairing with another build we’ve seen which gave us a window into a different type of combustion chamber than ones normally found on combustion engines.
The build starts by disassembling the compressor, which contains three double-sided pistons. The housing is drilled with ports to allow gas to flow into and out of the cylinders, as well as to transfer from one side of the piston to the other. Acrylic end plates are fitted to the assembly. One end acts as an intake manifold, delivering air and fuel to the cylinders. The other side acts as the cylinder head, mounting the sparkplugs. Everything is then connected with acrylic tubing and a small square section of acrylic is turned into a carburetor to supply the air-fuel mix. Ignition is handled by coils triggered by the movement of the flywheel.
After an initial failure due to the acrylic manifold cracking, a stronger part is fabricated, and the engine bursts into life. The acrylic end caps give a great view of the combustion process in action. We’d love to see the a dyno graph on how much power and torque the unit puts out, or to see it hooked up to a bicycle or cart.
The earliest piston engines typically had only one cylinder, and at best, produced horsepower measured in single digits. But once you have a working engine, it’s a relatively short step to adding cylinders and increasing the power output. [Emiel] made a similar upgrade to one of his engines recently, upgrading it from one cylinder to four. But this isn’t an internal combustion engine, it gets its power from electric solenoids.
We featured his single-cylinder build about a month ago, and since then he’s been busy with this impressive upgrade. The new engine features four cylinders arranged in a V4 pattern. Of course, this greatly increases the mechanical complexity. To start, he had to machine a crankshaft to connect all four “pistons” to a shared output shaft. He also had to build a set of cams in order to time the firing of the cylinders properly, so they don’t work against one another.
The build is just as polished and impressive as the last, which is saying a lot. [Emiel] has a quality machine shop and built the entire motor from scratch, including winding the solenoids, machining the connecting rods and shafts, and building a very picturesque wooden base for the entire contraption to sit on. It’s definitely worth checking out.
A group of students at Boston University recently made a successful test of a powerful rocket engine intended for 100km suborbital flights. Known as the Iron Lotus (although made out of mild steel rather than iron), this test allowed them to perfect the timing and perfect their engine design (also posted to Reddit) which they hope will eventually make them the first collegiate group to send a rocket to space.
Unlike solid rocket fuel designs, this engine is powered by liquid fuel which comes with a ton of challenges to overcome. It is a pressure-fed engine design which involves a pressurized unreactive gas forcing the propellants, in this case isopropanol and N2O, into the combustion chamber. The team used this design to produce 2,553 lb*ft of thrust during this test, which seems to be enough to make this a class P rocket motor. For scale, the highest class in use by amateurs is class S. Their test used mild steel rather than stainless to keep the costs down, but they plan to use a more durable material in the final product.