Triflux engine
Discussion
Normally the content provided by SpeedHunters is NOT the sort of thing I would dream of linking to on Pistonheads. However this article is so interesting and for anyone with a reasonable interest in engines and engineering, it's a great read. I'll admit that I'd never even heard of this engine before and when you look at the design it seems kinda obvious - but I suppose that's what makes great engineering so great; like watching an athlete or racing driver doing what they do and "making it look so easy".
http://www.speedhunters.com/2013/02/the-triflux/
In case you need convincing to hit the link, this should whet your whistle:
- 4 cylinders
- 1759 cc
- 2 turbochargers
- 8 exhaust outlets (4 on each side)
- 4 inlets on top of the engine
- produces up to 600bhp.
http://www.speedhunters.com/2013/02/the-triflux/
In case you need convincing to hit the link, this should whet your whistle:
- 4 cylinders
- 1759 cc
- 2 turbochargers
- 8 exhaust outlets (4 on each side)
- 4 inlets on top of the engine
- produces up to 600bhp.
Lancia is (or was) a very small manufacturer with a large list of innovations, they were first to invent or utilise:
A car which used a complete electrical system (1913)
A car with a monocoque body (1922)
5 speed gearbox in a production car (1948)
Production V6 engine (1950)
Combined spring and damper unit
V4 engine
Independant suspension on production cars
Ferrari owes it's very existence to Lancia
Legend has it that Subaru took a Lancia 2.5 flat four engine over to Japan and copied much of the design, ditto Mitsubishi with their Lancer Evo engine which has many similarities with the Lampredi 16v engine used in the Delta integrale .
They did of course try some weird stuff that just didn't work, a cambelt driven power steering pump which snapped or threw the belt when cold on full lock, a very odd 16v head which had small inlet valves and larger exhaust valves which wasn't very successful circa 1990.
Getting back to the S4, here you can see some of the crash which killed both occupants:
http://www.youtube.com/watch?v=eb3fSlE2jdI
Sat on top of the fuel tanks they didn't stand much of a chance, in this clip you see what remained:
http://www.youtube.com/watch?NR=1&feature=fvwp...
After that Grp B was finished and manufacturers were forced to use production cars, Lancia just happened to have the 4wd Delta hanging around so off they went in the that which (I think even to this day)took an unbeatable 6 consecutive WRC wins.
A car which used a complete electrical system (1913)
A car with a monocoque body (1922)
5 speed gearbox in a production car (1948)
Production V6 engine (1950)
Combined spring and damper unit
V4 engine
Independant suspension on production cars
Ferrari owes it's very existence to Lancia
Legend has it that Subaru took a Lancia 2.5 flat four engine over to Japan and copied much of the design, ditto Mitsubishi with their Lancer Evo engine which has many similarities with the Lampredi 16v engine used in the Delta integrale .
They did of course try some weird stuff that just didn't work, a cambelt driven power steering pump which snapped or threw the belt when cold on full lock, a very odd 16v head which had small inlet valves and larger exhaust valves which wasn't very successful circa 1990.
Getting back to the S4, here you can see some of the crash which killed both occupants:
http://www.youtube.com/watch?v=eb3fSlE2jdI
Sat on top of the fuel tanks they didn't stand much of a chance, in this clip you see what remained:
http://www.youtube.com/watch?NR=1&feature=fvwp...
After that Grp B was finished and manufacturers were forced to use production cars, Lancia just happened to have the 4wd Delta hanging around so off they went in the that which (I think even to this day)took an unbeatable 6 consecutive WRC wins.
Triflux was a dead end, for a good reason. It wasn't a very good solution to anything!
There is no direct advantage to having two sets of exhaust lines, and infact, because of heat loss, it is worse for response than having one set. If you want sequential turbo's then there are plenty of much much simpler ways of doing just that. It also makes the cylinder head very complicated, and trying to fit in all those ports without getting in the way of mechanical strength/access to fasteners is tricky. It also results in less than ideal inlet port / valve geometery, due to the fact they are necessarily constrained between the cams, so are short and steep.
So, you add a large amount of complexity and difficulty in assembly / build for a performance benifit that is between zero and unmeasurable!
There is no direct advantage to having two sets of exhaust lines, and infact, because of heat loss, it is worse for response than having one set. If you want sequential turbo's then there are plenty of much much simpler ways of doing just that. It also makes the cylinder head very complicated, and trying to fit in all those ports without getting in the way of mechanical strength/access to fasteners is tricky. It also results in less than ideal inlet port / valve geometery, due to the fact they are necessarily constrained between the cams, so are short and steep.
So, you add a large amount of complexity and difficulty in assembly / build for a performance benifit that is between zero and unmeasurable!
Max_Torque said:
Triflux was a dead end, for a good reason. It wasn't a very good solution to anything!
There is no direct advantage to having two sets of exhaust lines, and infact, because of heat loss, it is worse for response than having one set. If you want sequential turbo's then there are plenty of much much simpler ways of doing just that. It also makes the cylinder head very complicated, and trying to fit in all those ports without getting in the way of mechanical strength/access to fasteners is tricky. It also results in less than ideal inlet port / valve geometery, due to the fact they are necessarily constrained between the cams, so are short and steep.
So, you add a large amount of complexity and difficulty in assembly / build for a performance benifit that is between zero and unmeasurable!
In addition, it was just too tall to fit under the bonnet of a 'normal' car.....There is no direct advantage to having two sets of exhaust lines, and infact, because of heat loss, it is worse for response than having one set. If you want sequential turbo's then there are plenty of much much simpler ways of doing just that. It also makes the cylinder head very complicated, and trying to fit in all those ports without getting in the way of mechanical strength/access to fasteners is tricky. It also results in less than ideal inlet port / valve geometery, due to the fact they are necessarily constrained between the cams, so are short and steep.
So, you add a large amount of complexity and difficulty in assembly / build for a performance benifit that is between zero and unmeasurable!
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