Originally Posted By: Cujet
I have to wonder how the computational fluid dynamics aspect plays into greater efficiency.
My engineering thesis was two part...one was flow of air and fuel in a simulated inlet manifold, wet floor, mixing, film speeds etc. Part 2 was to develop a glass cylinder that could take cylinder heads from the J-Car (1.3 to 2.2, SOHC, and DOHC, Cosworth DFV, and the rotary valve head that AE Bishop's were designing for the J Car).
Was for flow visualisation, and to be fitted with an instrumented flow straighter to MEASURE swirl and tumble.
That was 1990... CFD at the time at the University was cutting edge, but extremely low resolution and inertial effects.
Nowadays, with the power of CFD, that test rig would be totally unnecessary.
For the engine in question, they mention piston tops for an effective combustion chamber shape, but would also give them all the information that they need on purging the cylinder without over-purging, "egr" tuning by cylinder residuals, swirl, and what happens to that sworl when the combustion chamber is formed in that last little bit of piston movement.