You can see why I chose a Honda CBR 250 RR Engine.
This Kart had a 6 speed Sequential shift pneumatically controlled from the steering wheel.
I also modified the engine to have a dry sump.
The Sensors you see, involves HT feed back where we were analysing the air/fuel ratio
by feedback (Electronic) from the burn inside each cylinder. The other is an O2 sensor
in the exhaust.
In the 1980's and 90's I designed and Manufactured "Closed Loop" Ignition control Computers
as well as Closed Loop EFI systems which used pressure sensors encapsulated in the base of spark plugs
to directly control Ignition timing and air/fuel mixtures independently in each Cylinder.
We were detecting the Insulation Mode (Involving the thermal cycles see... "Carnot's Thermal Cycle")
This involved monitoring in real time, the "Insulation Cycle" involving a sudden rise in Cylinder pressure
after each Ignition cycle.
(Which by technicians was often confused with detonation i.e. Fuel Nock.
)
My interest in the design of "High Performance Competition Engines" back then, involved thermodynamics...
This may interest some esp. Soma and PWM.
http://en.wikipedia.org/wiki/Carnot_cycle
The "Carnot Cycle" when acting as a heat engine consists of the following steps:
1. Reversible isothermal expansion of the gas at the "hot" temperature, T1
(isothermal heat addition or absorption).
During this step (1 to 2 on Figure 1, A to B in Figure 2) the gas is allowed to expand
and it does work on the surroundings.
The temperature of the gas does not change during the process, and thus the expansion is isothermal.
The gas expansion is propelled by absorption of heat energy Q1 and of entropy \Delta S=Q_1/T_1
from the high temperature reservoir.
2. Isentropic (reversible adiabatic) expansion of the gas (isentropic work output).
For this step (2 to 3 on Figure 1, B to C in Figure 2) the piston and cylinder are assumed to be thermally insulated,
thus they neither gain nor lose heat.
The gas continues to expand, doing work on the surroundings, and losing an equivalent amount of internal energy.
The gas expansion causes it to cool to the "cold" temperature, T2. The entropy remains unchanged.
3. Reversible isothermal compression of the gas at the "cold" temperature, T2.
(isothermal heat rejection) (3 to 4 on Figure 1, C to D on Figure 2)
Now the surroundings do work on the gas, causing an amount of heat energy Q2 and of entropy \Delta S=Q_2/T_2
to flow out of the gas to the low temperature reservoir.
(This is the same amount of entropy absorbed in step 1, as can be seen from the Clausius inequality.)
4. Isentropic compression of the gas (isentropic work input). (4 to 1 on Figure 1, D to A on Figure 2)
Once again the piston and cylinder are assumed to be thermally insulated.
During this step, the surroundings do work on the gas, increasing its internal energy and compressing it,
causing the temperature to rise to T1. The entropy remains unchanged.
At this point the gas is in the same state as at the start of step 1.
