Centrifugal casting 1. Flat belt conveyor coal, copra, packages 5. Plaster mold casting 2. Troughed belt conveyor coal, copra, ores 3. The flue gases is at atmospheric pressure. The plant consumes liters of diesel fuel at Determine: 1. A steam generator burns fuel oil with 20 percent excess air. Calculate: The fuel oil may be represented by C14H Calculate the 1. Annual load factor theoretical and actual air-fuel ratio. Annual plant capacity factor ANS.
Annual plant use factor 4. Gross fuel economy in kw-hrs per liter of fuel 3. A power plant is said to have a use of factor of How many hours did it operate c.
If this coal is used in a boiler with steaming capacity of during the year? Feedwater 1. Exhaust pressure is at 0. Determine the Rankine cycle efficiency a. Rated boiler horsepower b. Determine the Carnot cycle efficiency with the same b. Developed boiler horsepower range of temperature.
Percent rating d. Factor of evaporation ANS. It leaves the turbine at 6. A bunker-fired steam generating unit consumes 6 Metric Tons 0. Find the KW power developed. It is desired to convert this boiler to ANS. Using coal, however, the boiler efficiency is only 3. What will be the coal consumption so that the boiler will which is extracted from a turbine. The feedwater to be heated maintain its steaming capacity?
If the mixture leaves the heater as ANS. Two boilers are operating steadily on , kg of coal ANS. One boiler is producing 2, kg of steam per hour at 1.
Boiler efficiency ANS. Factor of evaporation c. Actual specific evaporation e. Equivalent specific evaporation ANS. A boiler generates superheated steam at the rate of 20, kg 2. A geothermal power plant has an output of KW and per hr. The coal used has The Determine: flashed vapor passes through the separator and collector to a. Developed boiler horsepower enter the turbine as saturated vapor at The turbine b.
Factor of evaporation exhausts at 1 bar. The unflashed water runs to waste. If one c. For a 15, KW non-condensing geothermal steam turbine- generator operating at 4 MPa steam pressure dry and saturated 1.
In a pressurized water reactor plant, the reactor releases and mm Hg exhaust pressure, guaranteed full load steam 6. Steam rate at one-half load is Calculate the throttle steam flow at three-fourth load. KW output of generator c. To produce a steam-water mixture in the separator where the 1. A cylinder, V-type diesel engine, 4-stroke cycle, rpm, unflashed water is removed, this water is throttled to a pressure mm bore x mm stroke is directly coupled to a of 1 MPa. For a generator output of a.
An 8-cylinder, mm x mm, 4-stroke cycle diesel engine has an exhaust gas mass rate of 4. A bhp turbocharged diesel engine, cylinder, mm x fuel having an air-fuel ratio of 20 to 1 and heating value of mm, rpm has a fuel consumption of 0. For effective pressure of 9. A waste heat recovery boiler a. Calculate the quantity of b. When the pressure is What are the Calculate the following: corresponding quantities of the engine if operated at Engine fuel rate and Engine-generator fuel rate Hint: Indicated power varies as the atmospheric air c.
Indicated thermal efficiency density. Brake thermal efficiency e. Overall thermal efficiency ANS. A six-cylinder four-stroke diesel engine, with 76 mm bore and 89 mm stroke was ran in the laboratory at RPM, when it 4. A cylinder diesel engine is directly coupled to a volts, was found that the brake torque was The engine consumes 1.
The API diesel fuel with energy output of kw-hrs. The engine consumed Find: Determine the following: a. Brake power in KW b.
Indicated power in KW c. Indicated thermal efficiency c. Mechanical efficiency d. Overall thermal efficiency d. Indicated thermal efficiency e. Indicated mean effective pressure in KPa 2. A Mindanao province where a mini-hydro plant is to be f.
Volumetric efficiency air only constructed has an average annual rainfall of cm. The catchment area is sq. A hydro-electric plant discharging water at the rate of 0. Speed is KPa. RPM at brake horsepower. The casing is 2 meters above a. Determine the net turbine power and the cycle the tailwater level. Calculate: efficiency. Effective head b. What is the net turbine power and the cycle efficiency if b. The flow of a river is The efficiency of both units is assumed 1.
Francis turbines will be used with specific speed of is meters and the tailwater elevation is meters. Determine: Average annual water flow is determined to be equal to that a. Rotative speed of each unit volume flowing through a rectangular channel 4 meters wide b.
KW output of each unit and 0. Number of poles of each generator for 60 cycles current second. Assuming that the plant will operate days per year, find the annual energy in KWH that the power site can develop ANS a. Average elevation between upper and lower pools is 31m. This 1. Determine the thermal conductivity of a wood that is used in unit was installed to carry a daily peak load of kw-hrs.
Calculate period there are conducted Joules through the panel the overall efficiency of conversion. A heat exchanger is designed for the following specifications: 1. A mass thickness is 25 mm. It also benefits from better weight. You can never say that you are completely ready for the Dakar, because you simply never know what it will throw at you, but certainly this time we are more ready JANUARY www.
These replace the aluminium two- piece wheels from , with the combination resulting in a significant weight saving. The new car has been steadily developed since the first version finished the Dakar Rally in Buenos Aires in January.
Peugeots engineers went over their Lion piece by piece, analysing what could be done better, with the help of its Dakar experts Stephane Peterhansel, Carlos Sainz and Cyril Despres. These improvements were gradually applied and assessed through a series of tests, culminating in a one-two finish for Peterhansel and Despres on the recent China Silk Road Rally, using an interim-specification car. This was essentially the model with a number of development parts for added.
We tested and raced in China where we finished first and second without a single problem, says Famin. The competition level was not as high as Dakar or Morocco, but it was very good to make special stages without any problems.
What we validated there was the Modifying tubular chassis was a relatively simple affair as it is easier than working on carbon, but a redesign was required lightweight wheels with the magnesium rims, nonetheless. The car is also lighter than version as the team made uses of lessons learnt to redesign some parts monobloc [one-piece], and the new commercial tyres from Michelin.
We also had a better engine in terms of driveability, even if it was not the final version. They were the key points. Low grunt The team worked hard on the development of the 3-litre V6 turbo-diesel, finding that it lacked torque at low revs, partly a result of running first gear ratios that were just too long. That meant poor driveability at low speeds, and so the team made a series of improvements to the new car. The gearbox is exactly the same, except the ratio, says Famin. The engine has very little torque at low revs, and the first gear ratio was too long.
The low revs performance of the car was very bad, especially when you go higher Front and rear overhangs were reduced even further but the main difference between the DKR16 and its predecessor is that and higher with altitude.
We are better now; the it is wider and longer with a lower centre of gravity. The roof-mounted air-intake has been the subject of aero development engine improved a lot, especially at low revs. We worked a lot on driveability, not so much on power, and on the gears with the same aim.
With budget in mind, the Peugeot team had to be careful with its engine development. From its days in the International Le Mans Cup ILMC and at Le Mans, it knew that the air restrictor has only a limited effect on outright diesel engine performance compared to gasoline.
However, Peugeots engine is almost entirely production-based, and so has a natural cut-off point in terms of development. The base of the engine, the cylinder heads, blocks pistons, con rods is all standard, says Famin. It is a standard engine. Then you have to limit yourself in terms of turbo pressure if you want the pistons to survive.
Then the turbo pressure is limited not by rule, but by engine basis, and in our case it is strictly standard. Famin also says that the development has While left and cars are visually different the new DKR sticks with the underlying 2wd turbo-diesel philosophy been throughout the car: There isnt one big. Our commitment to engineering precision performance cranks, rods, cam followers, and other components has allowed Arrow Precision to supply the worlds top motor manufacturers, tuners and engine builders.
Give us your requirements and we will find a high-performance solution, no matter how extreme. Anniversary partners: Racecar Engineering. ARP Pantone Colors. Updated: March 14, Peterhansel, who gave the DKR its. You can feel the difference in with free postage the engine as well: not only is it more powerful, but you can also use all the power even at low To order, go to: revs.
Weve almost got a problem now of how Chelseamagazines. Were still not quote code P at the maximum of our capabilities, but testing In a bid to get down to the minimum weight limit Peugeot opted for has been very productive so far.
As a result, he has Anniversary partners: Racecar Engineering. The Spaniard added: August Vol 25 No8 www. Its been good testing and the car has been McL aren MP Rebuilding the legend with Honda amount to an overall improvement. The areas running really well. Weve FIA investigates spinal injuries. The tests we have carried out up to now, car compared to last year. I feel optimistic. Porsche wins Le Mans We uncover the truth behind Pikes Peak electric Rhys Millens one megawatt Peter Wrights FIA study into cockpit design Crash investigation indicate that we are heading in the right better value for money for the brand than the PP03 tackles Colorado hillclimb raised nose.
You really cannot compare our state of Le Mans programme, but the desire to return preparation now to how it was for our first Dakar to endurance racing still burns at Peugeot this time last year, when everything was new Sport, which is keen to address what it sees to us.
Of course, you can never say that you are as unfinished business. Cost control measures completely ready for the Dakar either, because must come into force before it can contemplate.
Peterhansel and Sainz have driven the a return to Le Mans, possibly when there is a major chassis change in In the meantime the Dakar car is already on the drawing 1 year from just Famin hopes that the with instant delivery worldwide step forward from its predecessor, providing new car will not have to be that different from greater driveability, power and traction.
To order, go to: Chelseamagazines. Special Overseas and Credit Card rates also available. Turning Japanese It might carry a Lotus badge but this Evora racecar is at heart a Japanese creation. S omewhere in Japan there is a Lotus could buy an off the shelf chassis from Dome models to base the car on which were not Evora missing the badge from and develop a car around it, and the optional a midship layout, but we felt that for both its nose, windscreen wiper, door Nissan based GTA branded V8 engine.
The commercial and engineering reasons the handles and tail lamps. This is not the first car to be built to this rule book was the Evora was the best solution, explains Shintaro result of a strange car crime spree, but rather of Toyota GT86, also developed by Dome, and a Watanabe, the projects chief engineer.
It has a set of technical regulations introduced to the number of examples of this design have been the best dimensions in terms of the base model Super GT championship in late The basic dimensions of our car are the Japanese motorsport industry that the also allowed to compete.
Gradual rule changes over switched from the others rules a make it up as this case Dome in Maibara, and Toray Carbon the years forced out some of the most extreme you go along catch-all rules subset in GT Magic, which took over and expanded Domes GT cars including the unlikely Mooncraft to a GT3 car a McLaren , announced that composites business some years ago.
Unlike the Shiden, a converted Riley Daytona Prototype they would switch again. As the Evora in production car form laid up. This approach cuts production costs the opportunities for Japanese suppliers and is mid-engined then the new GT car would significantly.
But, as it was designed primarily engineers to compete in the series. Indeed, in have to be mid-engined, too. Yet while Dome for front-engined, rear-wheel-drive cars such only four non-GT3 cars entered the series had designed the tub to accept a mid-engine as the 86, the team at Mooncraft had a bit of a at the start of the season, and it was felt that layout, nobody had yet attempted it.
Under this new rulebook, tuners GT1. We looked around at some alternative was a natural choice for us. Making it all work. Design and aerodynamic work on the Evora started in April of after the mechanical layout of the car had been completed. A quarter scale model was prepared and tested in Mooncrafts own moving ground plane wind tunnel.
But with the level of engineering in this particular racecar it can only be just around the corner. Its because the Mother Chassis was designed for a FR-car. It had some allowances for a midship layout so we did not have to do a totally new chassis like Honda in GT, but we still had to work hard. Now we have an excellent chassis balance overall. Racing heart While with the production Evora the rear end houses a transversely mounted 3. The Lotus Evora is the first mid-engined MC racecar transmission.
The Mother Chassis rules do not give us the freedom to choose a transmission with two spring damper units linked to the is similar to the rear with the dampers mounted so we have to use that one, but our one has pushrods via bellcranks, a third element is also vertically and the suspension members picking a magnesium casing to give us a bit better used.
The suspension layout is not that special, up on a front subframe. Its a conventional double The Mother Chassis components have have an aluminium casing, Watanabe says. We wishbone system, its simple and is a basic initially been tightly controlled by GTA, though have also used an AP Racing multi plate carbon layout, but it works.
We selected Ohlins TTR there is a plan to allow more freedom in future, fibre clutch rather than the Tilton unit used on dampers with Hyper coil springs based on something that many running this new breed the MC86, which is a metal design. This is again our previous results using those products.
At the moment we to save weight and give us better distribution. Apart from those and the uprights, which are have to use a standard front floor, engine, basic The rear suspension is carried partly on part of the Mother Chassis package, all the transmission, ECU and other parts, Watanabe the transmission casing and partly on the other parts are bespoke. But there are things like the ECU that have bellhousing, and features a conventional layout At the front of the Evora GT, the layout been decided, that we dont understand why.
One of the most distinctive features of the Lotus is its rear end and its exhaust The rear suspension is carried partly on the transmission casing and partly on the bellhousing exits these suggest that the exhaust plume has some kind of aero influence. This has the is most proud of is its aerodynamic package, benefit of allowing the team to run its best Chassis Takuya Yura has always developed distinctive driver in the car for longer the second driver is GT Mother Chassis designed by Dome and GTA looking cars which seem to work well a gentleman driver and not as fast.
Carbon tub is made using male mould on to which pre-preg sheets are laid up aerodynamically. Design and aerodynamic work The biggest thing is that we have got Dimensions on the Evora started in April once the very good weight distribution and aero balance x x mm major mechanical layout had been completed.
The results were encouraging and a secret,Watanabe says. GTA-branded 4. Despite not winning a race in its debut season Conventional double wishbone system But like that car is very low drag for a good Watanabe is happy with what has been Rear suspension level of downforce.
I suspect that it is the most achieved with the Evora so far. But, like many Conventional double wishbone system; mounted partly on bellhousing efficient in the class now, Watanabe claims. Clutch exhaust exits. These are placed in such a way Maybe the GT3 cars have over PS and the AP Racing multi-plate carbon fibre clutch that the exhaust plume clearly has some kind GTA V8 only has around PS, so we could do Dampers of aerodynamic influence, but on this topic with a little more power perhaps, he says.
It makes the air flow under this year we have had two pole positions and Wheels the floor in a good way, he says, without three fastest laps in the races, so in terms of RAYS elaborating. There have been suggestions that pace I am satisfied. I hope Tyres a low pressure area behind the exhaust exits we will fix both over the winter. Yokohama and reduce back pressure in the pipes, though An upgraded MC Evora will race in GT Brake system this is likely to be mere paddock patter.
What and has yet to score a class win, though the will replace it is not clear though rumours of Mother Chassis GT86 has only scored a single a GT3 specification NSX refuse to go away. GT victory from more races, and that victory Meanwhile, it seems likely that the popular itself came as the result of benefitting from a Toyota APR Prius will also be retired, possibly.
The car has one stand out chaotic set of pit stops under caution at Sugo one well worth looking up on youtube to file to be replaced by a new Mother Chassis car. Also, many new GT3 cars are expected to raise. The Evora was seemingly on the way to a victory the level of competition substantially, meaning the team at Mooncraft will have to work even.
The car has one stand-out characteristic are relishing the challenge. Now Super. More at www. Question inside rear droop even more? I remember you they are non-pressurised then. I use very differently in terms of building forces recommendation assuming their fronts OEM GTI springs that are 15mm lower than on the outside wheel when single wheeling were set to one turn out from minimum. On the rear starts, and you also wrote about droop limiting The adjustments do work and have a marked I have either the OEM lb springs or lb cables.
Does any of that apply here? The car has front 22mm and rear Im only allowed mods located in factory shaft out, so that side of things is working. So I can uprate springs, dampers and The rear bar is the stiffest I could find.
Its to hardest setting. My non-adjustable front anti-roll bars and make geometry changes. Its on hard now. Could welding I have seen pictures of my car coming out rear bar was fitted because it fits with the class. They baulked more at my rear shock tower beam torsionally stiffen the bar? Or could it be The car feels good in those corners and gets cross brace, but allowed it.
The pictures also show that the do last between seconds. Since its a dampers with the lowered softer rear springs, front outside wheel is vertical. But in faster grassroots class and Im not exactly flushed what I havent done is try it with taller and second and third gear corners when Im trying with cash my front dampers are still OEM stiffer OEM springs with standard dampers. I gas Sachs struts MacPherson strut front At the time that I upgraded the suspension had thought that the lower lb rears were too soft and switching to the taller lb rears would get my elastic and geometric roll In the faster corners when Im trying to get resistance up at the back and be the answer.
This was until I took a closer look at the the power down the car is washing wide pictures of my car when it was single wheeling. The inside rear which was well clear of the end. I have but have not fitted yet some with front and rear anti-roll bars I was already road surface appeared to have had to droop eccentric bolts that will allow me to shift each using the rear Konis. I only briefly swapped a long way before it could have detached.
They use is less than when the car is in an uphill hairpin. The difference is that they use a The extra rear grip and more equal rear load would have thought would assist turn in and trapped volume of pressurised gas to allow sharing is exacerbating power-on understeer. I for the volume change inside the unit as the Looking at images of IRS FWD hatches have tried going back to stock dampers but it shaft moves in and out.
This permits the full showed that their inside rear only had small was worse. The rear Konis are oil damped. To my mind they would be To try to combat my understeer I even tried and allows the unit to damp in both directions able to single-wheel much earlier than my car.
It worked very well cavitation. The Konis and all non-pressurised governs how much the inside rear will droop? The outer compartment has some oil and Lift is happening in tighter corners only The consultant some non-pressurised air in it, and oil flows because the car is pitching, which it wouldnt The rear Konis are non-pressurised?
Almost all into it through a valve at the bottom of the do so much in faster corners? Ive fitted the shocks are oil damped. What setting are you inner cylinder called the foot valve. Can you The reason I asked about dampers is that can which piggy backs the torsion beam get a larger diameter rear bar, or make one?
Questioner in tight hence short-duration turns. But it Stiffer rear springs will increase my rear roll Regarding dampers, when compressed, doesnt sound like thats the case. So Im not resistance. If that forces me to soften off the they do not push back out.
Id assumed sure exactly why the car doesnt tricycle in anti-roll bar then isnt that just going to let the from that that they are oil damped. I guess faster turns. If I do add more rear elastic roll resistance with springs rather than more bar, that would have the side benefit of minimising squat when trying to power up a hill and help front end traction, wouldnt it? The front is at OEM ride height that has the lower control arms and steering arms virtually horizontal to the ground. If I do lower the rear, does it inadvertently add small amounts of The hillclimb Polo looked at this month not the racecar pictured is good in the slow corners but not so hot in the quick front caster relative to ground plane as the car is in a slight rear down attitude whereas OEM that do.
You could just reduce front anti-roll ordinary beam axles, not twist beams as in had it at a rear up? If so, is that a problem?
The VW twist beam is almost a pure car rides bumps well enough now it would be trailing arm system with a built-in anti-roll bar, Consultant better to increase rear roll resistance instead. The twist beam provides about 25 rearward load transfer. If anything, we want Making anti-roll bars isnt hard. A little per cent camber recovery in roll and a roll the rear to squat, and prevent the front from diameter change does a lot.
Stiffness varies centre at about 25 per cent the height of the rising, so that the c. Going bushings. So changing the rear ride height However, the effect is very small, and simply to 22mm would give you about half again an inch only changes the roll centre height lowering the car statically is just as good.
The most common about a quarter of an inch. If the beam were Lowering just the rear will increase caster. You buy in line with the bushings, youd have a trailing This may actually help. Lowering both ends a it in the normalised or annealed condition, arm suspension. That system would have no similar amount will have little effect on caster. If you had stiffer damping in the rear then that would In addition to the geometric roll resistance being reduced, camber recovery in roll gets.
However, the front will generally pick up a little static negative camber from lowering, which may help when the rules ends, beat those to shape on an anvil after would be at the ground regardless of bushing prohibit adding an adjustment or moving any heating cherry red. Drill holes as needed, then height. If the beam were on the axle line, youd points. The reduction in camber recovery and heat treat by hardening to full hard by heating have a beam axle suspension.
That would geometric roll resistance can be addressed and quenching, then tempering to similar give per cent camber recovery in roll, and with stiff springs and bars. Thus lowered and hardness to your existing bar. In some cases the roll centre would be at bushing height.
If the Changing rear ride height with that system smooth surfaces, but not ride bumps well. These can be used corner hard or hit big one-wheel bumps. This takes a coil out of immediately following a left one or vice versa, Well if there is not a gross damping mismatch action, which stiffens the spring.
You also get and the readings on your wheel scales will be by having the Konis in the rear, perhaps Ill a ride height adjustment that can be used to subject to mysterious large variations. If you retain them and get front Konis as soon as I adjust diagonal percentage. Rear can afford them. I do have provision on my ride height has very little effect on geometric front anti-roll bar to go to a softer setting.
I CONTACT roll resistance, although front ride height has had moved away from this to the stiffer setting Mark Ortiz Automotive is a chassis a big effect on front geometric roll resistance.
Here Mark answers your anti-lift in braking, but this is not a concern. If you Generally, when these cars are tricycling, it was losing front camber. Going to the stiff have a question for him, get in touch. What Ive said of power-on understeer? I will explore a stiffer A: Mark Ortiz before is that droop limiting devices work rear anti-roll bar like you advised. I was referring to my rear end will roughly be a quarter of the.
Once in a generation comes a breakthrough in race technology as important as our new Zero fire suppression system:. Champions of Safety www. We develop and test our hoses with the top teams and competitors in motorsport. Our products receive the ultimate test of durability and allow us to offer you a product you can rely on.
With the worlds most comprehensive range of Universal Race Parts, we offer an array of shapes and sizes making any configuration possible. Mot orspor t. The value of knowledge makes a book like this the most important "tool" in your box. It's also used as the textbook in a number of vehicle engineering schools.
Libraries near you: WorldCat. Race car engineering and mechanics , Paul Van Valkenburgh. Paperback in English - Rev Ed edition. Paperback in English - 2nd ed edition. Van Valkenburgh.
Race car engineering and mechanics , Dodd, Mead. Race car engineering and mechanics First published in Subjects Racing Automobiles , Design and construction. The Physical Object Pagination p. People who are lucky enough to be involved in rwd racing will like this book because its not bad at all it just didn't cover what I needed.
0コメント