Several things to say: Turbos on either engine are not to be considered, as they "create" additional compression ratio, and volume of air/fuel passing through the engines displacement which invalidates either argument. Gasoline burns from point of ignition, to the quench areas of the farthest combustion chamber cold walls (slow is relative). Timing is always functioning to produce the Peak Effective pressure shortly after TDC, and usually not much after 10degrees past TDC. Piston provided crank speed increases dramatically in that window. If the ignition is spark induced, the prime timing is always at the ragged edge of spark knock. Usually held to that in a very modern gasoline engine in every cylinder by sonic analysis of the sound of the tiny beginning of knock and learned to stay there at a wide variety of speeds/loads/temps/altitudes and fuels. Late timing is obviously not causing the Pressure to be available for better down push on the piston, the engine just heats and makes no real power. Any explosion in a gasoline engine combustion chamber is very bad (with the exception of the tiny spark knock above). When fuel detonates, it combusts through its entire volume at the same instant. This is due to the heat and pressure on a fuel being high enough that it reaches its kindling temperature through its volume, rather than as a flame front progressing through the volume. Diesels inject fuel into the super heated air well within the fuels kindling temp. It also burns in a flame based manor, but far more all at once than gasoline as it is atomized into the ignitor (hot air) in a fog of spray that makes the typical diesel rattle from its rate of combustion. There is more energy in a gallon of diesel, than gasoline. The slow reving of a diesel is related to the dramatically heavier internal parts and flywheel, not flame rate. these are related to higher instantaneous loading, and far higher compression and expansion ratios of the engine. Direst injection gasoline engines are incredibly interesting and in many ways mimicking properties of diesel combustion tactics. Particularly in that the quench areas of the chamber and walls are never presented with fuel, and thus far less unburned HC, and cooler surfaces as well as less fuel dilution of cylinder wall oil on cold start, or intermittent running. I just had to get these thing said. Jim
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Today's Featured Article - History of the Nuffield Tractor - by Anthony West. The Nuffield tractor story started in early 1945. The British government still reeling from the effects of the war on the economy, approached the Nuffield organization to see if they would design and build an "ALL NEW" British built wheeled tractor, suitable for both British and world farming.
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