JDM BP-Z3 you want this motor
#25
Then I am confused. I hear engine builders and tuners talk about DCR all the time. How you can get away with a higher static comp if you have a mild DCR. So while you cannot measure DCR like you can SCR, it certanly matters. Just as you cannot measure HP, only TQ and RPM. Technically it does'nt exist, but it matters and is a characteristic of an engine affected by valve timing, SCR, etc. There is a pretty good Wiki on it thats probably better than the link I posted earlier.
Is it essentialy the case that by lowering VE through cam timing at peak TQ (maybe some overlap or something?)you can lower the propensity to knock? And is DCR basically a way to express that as a single easily managed number? Thats what I thought anyway....
Edit: And I got an A in Thermo. Because I am the man.....and because I only had two other engineering courses that semester........
Is it essentialy the case that by lowering VE through cam timing at peak TQ (maybe some overlap or something?)you can lower the propensity to knock? And is DCR basically a way to express that as a single easily managed number? Thats what I thought anyway....
Edit: And I got an A in Thermo. Because I am the man.....and because I only had two other engineering courses that semester........
Last edited by Sparetire; 03-17-2010 at 02:53 PM. Reason: And I......
#26
DCR is a way for those familiar with motor geometry to approximate one of the many aspects of volumetric efficiency.
It is trying to say that real compression only occurs after the exhaust valves close, when in reality this is just a measure of exhaust cam timing, which affects VE.
Other considerations are scavenging, intake cam timing, intake manifold design (helmholtz), head flow, exhaust, etc.
VE and CR can be used in thermodynamic formulas to describe the power a motor makes.
I'm not sure how you'd do the same with SCR and DCR...
It is trying to say that real compression only occurs after the exhaust valves close, when in reality this is just a measure of exhaust cam timing, which affects VE.
Other considerations are scavenging, intake cam timing, intake manifold design (helmholtz), head flow, exhaust, etc.
VE and CR can be used in thermodynamic formulas to describe the power a motor makes.
I'm not sure how you'd do the same with SCR and DCR...
#30
Elite Member
iTrader: (2)
Join Date: Jan 2007
Location: Los Angeles, CA
Posts: 8,682
Total Cats: 130
No, you smoke **** and you r dum. That is "you r" not "your" or "you're". Two out of those three are correct.
Jkav is one of the few authoritative hard-tech engineering members here and we don't need your dumb internet jockey *** chasing him off. Input from members like him are what makes this forum good.
#31
No, you smoke **** and you r dum. That is "you r" not "your" or "you're". Two out of those three are correct.
Jkav is one of the few authoritative hard-tech engineering members here and we don't need your dumb internet jockey *** chasing him off. Input from members like him are what makes this forum good.
Jkav is one of the few authoritative hard-tech engineering members here and we don't need your dumb internet jockey *** chasing him off. Input from members like him are what makes this forum good.
#32
DCR is a way for those familiar with motor geometry to approximate one of the many aspects of volumetric efficiency.
It is trying to say that real compression only occurs after the exhaust valves close, when in reality this is just a measure of exhaust cam timing, which affects VE.
Other considerations are scavenging, intake cam timing, intake manifold design (helmholtz), head flow, exhaust, etc.
VE and CR can be used in thermodynamic formulas to describe the power a motor makes.
I'm not sure how you'd do the same with SCR and DCR...
It is trying to say that real compression only occurs after the exhaust valves close, when in reality this is just a measure of exhaust cam timing, which affects VE.
Other considerations are scavenging, intake cam timing, intake manifold design (helmholtz), head flow, exhaust, etc.
VE and CR can be used in thermodynamic formulas to describe the power a motor makes.
I'm not sure how you'd do the same with SCR and DCR...
#33
This motor has a couple of hot parts that only the jdm market recieved. I'm looking for a source for the motor, trans, harness, and ecu. Anyone know an importer that can get a hold of this combo? Just as an FYI the motor has a hot cam, better intake mani, higher comp, and better exhaust manifold. I'm seeing jdm Miata combo's pop up on ebay in the 1200 range just not the vvt version. The trans is not important but a nice bonus.
Someone find an importer!
Someone find an importer!
Can anyone CONFIRM if JDM VVT camshaft is different? If yes, what is there difference?
Other info appears correct in that the JDM does have a better intake and higher comp.
Thread
Thread Starter
Forum
Replies
Last Post
oregonmon
Engine Performance
17
07-19-2017 11:41 AM