Damn I didn't know people forced the air into the chamber to make it more efficient. Simple and beautiful. Sorry for the dumbass comment I'm new to learning this and got excited,
Oh no! This is not how VE'S work at all. Change in density doesn't improve the mechanical restrictions that control the cylinders ability to fill to and over 100%, which we do on a regular basis. Many of our engines and intakes exceed 110% prostock, exceeding 130% VE's. But turbos only decrease VE'S. They can't improve
This video is wrong on several items. Anyone trying to learn about VE should ignore it and move on. Unfortunately there are several other videos about VE that are also wrong, so be careful what you are watching.
@@ahmed_ait8742 For starters, VE is a mass ratio, not a volume ratio. At least in the application of the term "VE" to an IC engine. You CAN quantify it as a volume ratio, but it is not particularly useful in engine tuning as the computer needs air ingestion to be indicated in terms of mass for ECU calculations. Trying to explain all of that in a chat section is not going to work, the concept is too complicated for that. And, as the poster of the video, it is your job to get it right, not mine. Some errors: If you are going to define VE as a volume ratio, you must use the volume of air pulled into the engine system. This occurs above the throttle plates in your video, not at the intake valve. The red volume you indicate is the BDC volume, or the volume within the cylinder when the piston is at BDC. This has nothing to do with volumetric efficiency. The blue volume you indicate is the piston swept volume, or the displacement volume of the engine for each stroke of the crank from BDC to TDC, and the other way around. A piston engine is a positive displacement pump. The volume the pump displaces is the volume you indicated in blue, and never changes no matter the speed, pressure, boost, etc. This concept alone blows up your entire video. You suggest that, when calculating the percentage, the "blue" volume would be the dividend in the VE% fraction, and the "red" volume the divisor. In fact, the blue volume is the divisor, and the red volume has absolutely nothing to with any of it. VE can absolutely exceed 100% in an NA engine. Race engines have been doing this for at least 5-6 decades. That constitutes a LOT of crucial conceptual errors in a video less than 1 minute long. I am guessing that you are a student, having learned this only from books and professors. If you had ever needed to actually apply this concept in a real-world problem, you would immediately see that what you posted here does not work. Sadly, your professors probably also have the concept wrong, as noted by the number of incorrect videos on the subject. If you want to learn this properly, I suggest you find a video from someone that actually uses this concept to earn a living, such as some of the ECU tuning sites. They can't afford to not properly understand this concept.
@@phillipdavis9264 dude you're confusing air density with volumetric efficiency. VE is literally describing the VOLUME of available space in a cylinder in relation to how much air can be stuffed into that cylinder. Atkinson cycle engines, such as Toyota hybrids, run at 50% VE. They only allow half the compression stroke to take place. In contrast, a diesel with a turbo can easily exceed 200% VE due to forced induction air when filling the cylinder. This is the only concept this video touches on. This video doesn't talk about how time affects the VE as the engine spins faster bc it's very basic. You want air density and mass of air videos, go watch Banks videos. Totally different concept.
@@phillipdavis9264I think it's a ratio of the actual volume of air or charge admitted into the cylinder during suction stroke at N.T.P to the piston displacement is called volumetric efficiency
Nice. Diesels in particular almost have to induce air into the engine to get any real power. This makes diesels more sensitive to air induction than gasoline engines, and also means the engine makes more torque at lower rpms. Once the rpm is too fast, even induced air doesn't have enough time to fill the cylinders. That's when u see the torque curve dive down on a Dyno pull.
@@phillipdavis9264 you don't understand volumetric efficiency in engines? Gas engines run at a stoichiometric ratio with fuel and air. Diesels don't. The cylinder is larger with d than in gas engines, so it has even less time to stuff with air than in gas engines. This is EXACTLY why diesels make torque early in the rpm range, and on dyno pulls you can see the torque curve dive down when the pistons start moving too fast. Horsepower continues to rise as the momentum of the engine is increased. So more POWER (add the dimension of time) is made as the machine spins faster and faster, while at a critical point, the consequence of moving that fast is the cylinders have less and less time to stuff with air. None of what I said is incorrect. It's called learning when you read something you didn't know before.
قرائة مغربية جميلة ٫المغرب معروف بهذه القرائة٫حزب في الصباح وحزب في المساء في جميع مساجد المملكة المغربية٫وربما بهذه القرائة حفظ الله المغرب من الشر واهله٫
٢😅
Damn I didn't know people forced the air into the chamber to make it more efficient. Simple and beautiful. Sorry for the dumbass comment I'm new to learning this and got excited,
Done! Got it.
احسنتم.
This is wonderful, thanks for making this illustration.
Thank you sir
Oh no! This is not how VE'S work at all. Change in density doesn't improve the mechanical restrictions that control the cylinders ability to fill to and over 100%, which we do on a regular basis. Many of our engines and intakes exceed 110% prostock, exceeding 130% VE's. But turbos only decrease VE'S. They can't improve
Thanks a lot 🙏 Much support from 🇿🇦 ZAR- Durban Rich Future by DSK Clothing ❤
This video is wrong on several items. Anyone trying to learn about VE should ignore it and move on. Unfortunately there are several other videos about VE that are also wrong, so be careful what you are watching.
Thanks ,but what is VE in your understanding?
@@ahmed_ait8742 For starters, VE is a mass ratio, not a volume ratio. At least in the application of the term "VE" to an IC engine. You CAN quantify it as a volume ratio, but it is not particularly useful in engine tuning as the computer needs air ingestion to be indicated in terms of mass for ECU calculations. Trying to explain all of that in a chat section is not going to work, the concept is too complicated for that. And, as the poster of the video, it is your job to get it right, not mine. Some errors: If you are going to define VE as a volume ratio, you must use the volume of air pulled into the engine system. This occurs above the throttle plates in your video, not at the intake valve. The red volume you indicate is the BDC volume, or the volume within the cylinder when the piston is at BDC. This has nothing to do with volumetric efficiency. The blue volume you indicate is the piston swept volume, or the displacement volume of the engine for each stroke of the crank from BDC to TDC, and the other way around. A piston engine is a positive displacement pump. The volume the pump displaces is the volume you indicated in blue, and never changes no matter the speed, pressure, boost, etc. This concept alone blows up your entire video. You suggest that, when calculating the percentage, the "blue" volume would be the dividend in the VE% fraction, and the "red" volume the divisor. In fact, the blue volume is the divisor, and the red volume has absolutely nothing to with any of it. VE can absolutely exceed 100% in an NA engine. Race engines have been doing this for at least 5-6 decades. That constitutes a LOT of crucial conceptual errors in a video less than 1 minute long. I am guessing that you are a student, having learned this only from books and professors. If you had ever needed to actually apply this concept in a real-world problem, you would immediately see that what you posted here does not work. Sadly, your professors probably also have the concept wrong, as noted by the number of incorrect videos on the subject. If you want to learn this properly, I suggest you find a video from someone that actually uses this concept to earn a living, such as some of the ECU tuning sites. They can't afford to not properly understand this concept.
@@phillipdavis9264 dude you're confusing air density with volumetric efficiency. VE is literally describing the VOLUME of available space in a cylinder in relation to how much air can be stuffed into that cylinder. Atkinson cycle engines, such as Toyota hybrids, run at 50% VE. They only allow half the compression stroke to take place. In contrast, a diesel with a turbo can easily exceed 200% VE due to forced induction air when filling the cylinder. This is the only concept this video touches on. This video doesn't talk about how time affects the VE as the engine spins faster bc it's very basic. You want air density and mass of air videos, go watch Banks videos. Totally different concept.
When you think volumetric efficiency doesn’t have to do with volume🤡
@@phillipdavis9264I think it's a ratio of the actual volume of air or charge admitted into the cylinder during suction stroke at N.T.P to the piston displacement is called volumetric efficiency
Nice. Diesels in particular almost have to induce air into the engine to get any real power. This makes diesels more sensitive to air induction than gasoline engines, and also means the engine makes more torque at lower rpms. Once the rpm is too fast, even induced air doesn't have enough time to fill the cylinders. That's when u see the torque curve dive down on a Dyno pull.
Thanks for the information.
None of this statement is accurate.
@@phillipdavis9264 you don't understand volumetric efficiency in engines? Gas engines run at a stoichiometric ratio with fuel and air. Diesels don't. The cylinder is larger with d than in gas engines, so it has even less time to stuff with air than in gas engines. This is EXACTLY why diesels make torque early in the rpm range, and on dyno pulls you can see the torque curve dive down when the pistons start moving too fast. Horsepower continues to rise as the momentum of the engine is increased. So more POWER (add the dimension of time) is made as the machine spins faster and faster, while at a critical point, the consequence of moving that fast is the cylinders have less and less time to stuff with air. None of what I said is incorrect. It's called learning when you read something you didn't know before.
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قرائة مغربية جميلة ٫المغرب معروف بهذه القرائة٫حزب في الصباح وحزب في المساء في جميع مساجد المملكة المغربية٫وربما بهذه القرائة حفظ الله المغرب من الشر واهله٫
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