20 COMMENTS

  1. Yes. Every high performance/aftermarket rotary application has the oil metering system deleted and uses TCW-3 or similar premix. I’ve had a rotary engine fail because one of those oil metering lines broke.

  2. Yes. Every high performance/aftermarket rotary application has the oil metering system deleted and uses TCW-3 or similar premix. I’ve had a rotary engine fail because one of those oil metering lines broke.

  3. About time we see Mahle’s turbulent jet ignition in a road car!
    F1’s must use the passive system because of rules (only one injector per cylinder), but I’m still waiting on the active igniter… I have a Wankel idea in my head haha 😅

  4. About time we see Mahle’s turbulent jet ignition in a road car!
    F1’s must use the passive system because of rules (only one injector per cylinder), but I’m still waiting on the active igniter… I have a Wankel idea in my head haha 😅

  5. Too late to be sinking money into designing and patenting large powerful petrol engines.
    Making an expensive production car more expensive, with more parts that are patented.
    I’m wondering is this the legacy Maserati is trying to leave behind? It feels to me that somebody has been clinging to this design for too long and to release it now, it feels almost archaic.

  6. Too late to be sinking money into designing and patenting large powerful petrol engines.
    Making an expensive production car more expensive, with more parts that are patented.
    I’m wondering is this the legacy Maserati is trying to leave behind? It feels to me that somebody has been clinging to this design for too long and to release it now, it feels almost archaic.

  7. Too much brain! You’re missing the gestalt of the mixture – in the active case the front mixes with the lean mixture allowing for some interesting propositions. In the second case, you’re eliminating a single (or focused) flame front and creating a distributed one that consumes without the possibility of a “clap” (knock). It’s almost an exercise in sound management.

  8. Too much brain! You’re missing the gestalt of the mixture – in the active case the front mixes with the lean mixture allowing for some interesting propositions. In the second case, you’re eliminating a single (or focused) flame front and creating a distributed one that consumes without the possibility of a “clap” (knock). It’s almost an exercise in sound management.

  9. Well done! Maybe you can squeeze in the fact that direct injection doesn’t clean the intake valve. Hard to keep in mind when you’re driving a car like that. The sounds, the steering feedback, the feel of that chassis as it works aaah! I’m itching to buy one but I don’t have the scratch.

  10. Well done! Maybe you can squeeze in the fact that direct injection doesn’t clean the intake valve. Hard to keep in mind when you’re driving a car like that. The sounds, the steering feedback, the feel of that chassis as it works aaah! I’m itching to buy one but I don’t have the scratch.

  11. How does Maserati’s central spark plug see a richer mixture than the rest of the chamber, when there is no injector near it? At best, it will be the same lean mixture. If not a lean mixture, then the prechamber is only there to provide hot flame jets that carry multiple flame fronts into the main charge. Normally, a single flame front is less likely to knock, than two flame fronts slapping into each other. Perhaps many smaller flame fronts don’t produce significant knock?

    Then again, aircraft piston engines have dual spark plugs and ignition systems in case one fails….

  12. How does Maserati’s central spark plug see a richer mixture than the rest of the chamber, when there is no injector near it? At best, it will be the same lean mixture. If not a lean mixture, then the prechamber is only there to provide hot flame jets that carry multiple flame fronts into the main charge. Normally, a single flame front is less likely to knock, than two flame fronts slapping into each other. Perhaps many smaller flame fronts don’t produce significant knock?

    Then again, aircraft piston engines have dual spark plugs and ignition systems in case one fails….

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