What niall said is quite true, in this simulation you basically want to find the optimum balance between can profile, compression ratio and injection timing. It depends on the engine configuration of course… I just find that with high quality NA engines you can have both values be quite high. Its simpler because the torque curves are relatively smooth compared to turbos.
Using 4cyl made for a more powerful (but less smooth) engine. I don’t think budget is the only situation in which larger engines lose out, seeing as an i6 won the Comrade challenge (and that was a turbo versus na v8s!). It’d be about useable power. As we know, I only care about maximising power and then trying to get the car to tap as much of it as it can but I actually DROPPED 20hp from the output of my engine to give it a wider and more progressive power band. Still, I hope the driver is handy with the throttle!
Don’t make make you all mad about my post.
I am sorry, i shouldn’t done that.
I posted the stats before it was accepted, which it isn’t yet.
I had to rework it twice so far to get it ruleconform.
Actually, upon further contemplation, it would be stupid to up the power in the car. It’s already got 200 and something horsepower through a high revving V8, and it’s sitting on 215MM tires on all four corners. Anything more and it would probably have mental wheel spin.
My car is actually fairly fast around the track, too.
Probably an NA putting out 220hp could probably keep up to a turbo with 300hp on some tracks, I’m betting. I think my car has like a 12% wheelspin penalty?
Let’s just say that I’m fairly sure my car is going to have not only the highest power, but also the highest power to weight ratio. And that wheelspin is despite running high quality semi-slicks…
but I actually DROPPED 20hp from the output of my engine to give it a wider and more progressive power band. Still, I hope the driver is handy with the throttle!
