Biggest Engine Advancements

[SchmidtMotorWorks]

A coworker of mine that can't understand my interest in engines asked a question that I must admit I didn't have a compelling answer for.

Q: What are the biggest advancements to racing engines in the last 10 ond/or 20 years?

I couldn't really think of anything dramatic but explained that performance has improved a lot from many small improvements and an elevated definition of what a racing engine is. I mentioned CNC ported heads but I think there must be something I am forgetting about.

[bobqzzi]

A coworker of mine that can't understand my interest in engines asked a question that I must admit I didn't have a compelling answer for.

Q: What are the biggest advancements to racing engines in the last 10 ond/or 20 years?

I couldn't really think of anything dramatic but explained that performance has improved a lot from many small improvements and an elevated definition of what a racing engine is. I mentioned CNC ported heads but I think there must be something I am forgetting about.

pneumatic valve springs

[Arthur]

Since the invention of the four stroke engine all the advances have come from a better understanding of the basic principles,following this track l would have to say that data aquisition and analysis has been the greatest help to us.The mathematical calculations in the very early days could not be solved due to the time and effort required,although the formulae where in place,not until computers came on the scene did we really see solid improvements. All the best.

[automotive breath]

Cylinder head port design – does not have to be CNC ported, some of the raised runner as cast ports are awesome

Cylinder head combustion chamber improvements
Compact combustion chambers – allow high compression without huge dome
Improved valve unshrouding
Improved burn quality

Camshaft advancements

Improvements have been found with reduced valve angles and canted valves

[67RS502]

EFI computers / tuning.
RPM capability.
Coatings
Advancement in exhaust systems, right from the exhaust valve/port to sizing the
primary tube, merge collector size and length, scavenging the exh. port, and how
to use all this info with engine size, rpm, comp, cam and such.
I'd say 20yrs ago there wasnt much.

[Ape]

as much as i do not like it, since it makes things more complicated for normal users:
electronic engine management, perhaps ic speed, and bandwidth that made such things as computer controlled valve timing, intake length and exhaust tuning possible, and perhaps the new achievements they´ll soon make with other ignition circuits.
all in all getting it all hooked up.

[OldSStroker]

Q: What are the biggest advancements to racing engines in the last 10 ond/or 20 years?

Achieving more airflow in and out and the capabilities to use and control it at ever higher rpm is the biggest advancement, IMO.

Aren't most developments aimed at that? Computer simulation and modelling, FEA, CNC machining, camshaft design and manufacture and the application of material science, among many other things, have gotten more precise and are the tools and parts we use to make our reciprocating air pumps move more wind at higher rpm and survive for a race or two.

We are into the second century of using the Otto cycle engine, and most development of it is evolutionary not revolutionary now.

[hotrod]

Most of the techniques to improve air flow were pretty well understood in a theoretical sense a very long time ago. The 4 valve overhead cam pent roof combustion chamber as an example. In many cases they simply could not be mass manufactured at an affordable price or in some cases simply could not be built due to materials limitations ( ie 19,000 rpm engines).

I would vote for materials science, and metal forming technology. ie thin wall castings, affordable stainless steel and sodium cooled valves, High strength fasteners (ARP) etc.

Hard coatings like nitriding first started to appear in the 1960's on crank shafts and such, but titanium nitride, casidium, ultra high pressure coatings etc are now pretty common even in consumer production engines. High percision, high speed, repeatable machining equipment, power hones, CNC machining, and CAD etc. Have made technology that was out of reach a few years ago come down to the consumer or advanced consumer level instead of at advanced professional only levels.


Not too long ago titanium engine parts were basically unobtainable or only seen in big buck professional racing series or on one off record attempt cars. Now the average joe can buy the stuff if he has a fat wallet and does not need to scratch design and source the parts.

Larry

[Ron E]

...and spin-on oil filters

[John Wallace]

I would say one of the best advancements is not related to the engine technically.

Until the development of a better hooking tire/slick, making more HP was not effective. Can't go much faster without putting it to the ground.
When you can hook with whatever HP you throw at it, then you look for more HP.
My 2¢

[Grocerius Maximus]

Materials and mfg science. Parts are one hell of a lot better than they were 30-40 years ago.

[headman]

As others have mentioned, the ability to collect data and the ability to adjust timing and fuel in response, have changed the pace at which a more ideal tune can be realized. Regardless of rpm.
The ability to manage fuel & timing based on load, has opened the door for forced induction to yield surreal gains in power.
Modern equipment and materials have elevated quality and removed many variables.



If you go back a few more years, the one critical ingredient that made it all possible:
a decent valve spring.

[OldSStroker]

Everything mentioned has helped, but IMO it still comes down to better breathing at higher rpm that's making the power which racing engines are all about. Materials, computers, more precision, etc. just help us get the airflow and the rpm and live, whether it be 19000 rpm 4 valve F1 engines or 10000 rpm 2-valve ProStock or 9700 rpm 2-valve Cup engines or 7000 rpm hydraulic roller OEM LS7s.

The Nov 05 issue of Hot Rod has a long article by Marlan Davis about all the modern stuff you can do to a flathead Ford V8 to bring it up-to-date. Included are Scat's custom vacuum-melt 4340 billet crank (if you have to ask, you can't afford it!), H-beam billet/forged rods, SFI dampers, French blocks, billet main girdles, Arias forged and coated pistons, MSD distributor and ignition boxes, computer controlled fuel injection, etc, ad nauseum. About 100 sources are referenced.

The telling point is that getting the flattie to rev much over 5500 and much over 200 hp is still a chore. It just doesn't pump wind in a NA form no mattter how much modern stuff is used. The exception is overhead valve or OHC conversions.

OK, so Dick Landy did a 700+ hp flattie for a 300 mph Bonneville streamliner. It took an intercooled Vortec V1 T-trim blower, MoTeC fuel and air management and 16 spark plugs, and a ton of boost to do it.

Like most things, it's a combination of technology, insight, and lots ot trial and error either on hard parts and/or using software, that evolves our engines into more powerful prime movers. It should continue for the forseeable future.

[headman]

While sufficient airflow capacity is required, We found airflow in the 60's and 70's.
The worthwhile gains in the last 10 or even 20 years are not primarily due to raw air flow.

true, as any engine is pushed to higher rpm's, it will need more air...bigger cross-sections and so on, but we've known this for quite some time.

The solution today is the ability to effectively tune for the level of airflow we can produce.
The proof is OldS's example of ½ century old technology making exceptional power. The capability to cram the airflow through any engine has been around for years. The capability to do it without grenade, that's impressive.

[ICTCrob]

I gotta say the 20-25 year answer is roller lifters, roller camshafts, lightweight valves, and valve springs. Not sure when "everyone" had them, and I don't think you could argue that the 1970s-1980s max designs match up anywhere near the lobes you can get today.

Probably throw rockershafts in there too.

-Rob