Katana - You beat me to the dynamic gauges! That's what I get for typing up a book. LOLs :D

 

i've added an updated version to my website..
http://www.gm-cars.com

 

Mervz, excellent article, truly an excellent job. I hope everything your saying is correct. Have you spoken to C.Walton at Motor Trend Magazine?

 

LOL, no i have not. Should i? Can you get me in touch with him??? :)

 

Here are some thoughts on aluminum hydroforming, polycarbonate
windows, and the new dual camshaft, displacement-on-demand
GenIV small-block.

======================================== ======================================== ===

Here's a 1999 SAE paper abstract from GM on hydroformed aluminum:

1999-01-3180
Publication Date: 09-01-1999 Information Group: Technical Papers
Language: English
Abstract: In a typical hydroforming operation, a round tube of constant wall thickness is bent
into the overall shape desired for the final part, then placed between a pair of dies. Despite
some small percentage of stretch that may occur as the tube expands, the wall thickness in the
original tube is therefore substantially constant at all points. In some circumstances, a part
is locally thickened or reinforced for extra strength. Normally, this is achieved by using a
separate piece of reinforcement at selected location. In this paper, it is intended to present
a unique method to achieve an optimal structural design allowing thin or thick gages where
required along its cross-section. This is done via hydroforming an aluminum extrusion tube to
an optimal frame structure having varied wall thickness to satisfy various loading requirements
at a minimum weight. The engine cradle is used as an example to demonstrate this methodology.
The finite element model in conjunction with an optimization software has been used to determine
the variable gage thickness for various locations of the structure under all the required loading
conditions. The advantages of using varied wall thickness design over the constant wall design
was proven out in this example. Approximately 37% of mass reduction is achieved with this unique design.

Author(s):
Name Affiliation
Chi-Mou Ni General Motors Corp.
Charles J. Bruggemann General Motors Corp.
Tasnim Hassan General Motors Corp.
Wallace Hall General Motors Corp.

Other Info: Publisher: Society of Automotive Engineers, Inc., Warrendale, Pennsylvania, USA
Publishers Segment: SAE
Country of Publication: United States
Document Source:
Document Category: N/A
Meeting Name: International Body Engineering Conference and Exposition
Meeting Location: Detroit, Michigan, USA
Meeting Start Date: 09-28-1999
Meeting End Date: 09-30-1999


======================================== ======================================== ===

Polycarbonate windows: The company appears to be EXATEC.
http://www.exatec.de/do/en/frame.asp http://www.bayer.co.uk/news/windows_0602.html http://www.engineeringtalk.com/news/fro/fro153.html

======================================== ======================================== ===

GenIV small-block. I'm certainly not privy to GM plans but
I find it implausible that the new GenIV small-block is
going into some 2004 trucks but the new C6 is going to use
a GenIII engine
.

 

I disagree. If its like this. Then its cutting edge.

 

:cool: article. Thanks Mervz.

 

No prob Troy. :)

 

thats the first C6 article i've seen that got me excited. all the others made me mad. :)

 

Kewlbrez

If memory serves me correctly, Electronically actuated valves were used in Formula 1 cars back in the late 80's early 90's. Thus making it old tech.

The problem they had to deal with was engine size and weight. Granted much time has past and I'm sure it is possible to make the system lighter and smaller.

But that's why I noted it as old tech.

Justin C.

 

hello?? is this real time chat????

 

Great article...

Someone want to explain the "unlimited valve timing" thing and a "cam-less" engine? :)

Patrick :cheers:

 

valves are opened by physical cams pushing on them. In this way the time at which the valve opens and how much it opens, etc are all fairly inflexible.
If instead you use solenoids to push the valves open then you can have a computer control the opening of the valve and this gives you nearly infinite control over the timing. This can give you major increases in efficiency and horsepower since you are able to cater the timing to any rpm value.


[Modified by TripleBlack99, 2:00 AM 8/8/2002]

 

in addition to whats been said, basically you have the equivalent of a very tame docile low lift cam at low rpm, and under WOT as RPM's increase the cam becomes a big bad boy cam, that may not even idle at low rpm. :D

 

Encouraging news. however, you've got me curious, PJRACING57, what has replaced the "old tech" in F1 cars?

 

Ask Renault which pioneered Pneumatic Valves in 1986. As far as I know all F1 engines use this technology. I hope Zane is on the Money on the new C6 I know that Jinx and I will be the first in line to purchase one.

 

article is updated AGAIN, this time with links to articles and press releases pertaining to the new technology...

 

There is a car out there that uses a throttle body-less engine. I think it's BMW in the new 7 series.

EAV tech would probably allow the manufacturers to get rid of this component also.

Now the question is, will this new "camless" engine also be direct injection direct fire engine also? :blueangel:





[Modified by H82BFST, 5:23 AM 8/8/2002]

 

You state that camless aircraft radials have been around for years.

Name an example - a poppet vavle four stroke, not a two-stroke or a sleeve valve (driven by cranks and rods) Bristol.

Duke

 

F1 engines use pneumatic VALVE SPRINGS. Valve actuation is by conventional cams.

Duke