Games incorporate graphics, music, text files, executables, and various other different types of files, so they’re a good real-world dataset with various different types of files. Of course, we need to define what is meant by “ideal.” The OEM compression ratio is ideal for the minimum octane rating of gasoline recommended, for the factory power output levels, for factory boost levels, for emission compliance and for a driving pattern that the OEM believes will be driven. Look on a forum, blog, Instagram or YouTube account and you can find a number of “engine builders” sharing their thoughts and feelings on the best compression ratio for a particular engine or application. Instead, these effects are rooted in science. But a 9.0:1 engine will make more power than an 11.0:1 engine from about 22psi to 30psi. Performance Tech | Compression Ratio 101 Part:2. forum, blog, Instagram or YouTube account and you can find a number of “engine builders” sharing their thoughts and feelings on the best compression ratio for a particular engine or application. We stuck with popular applications at their default compression settings to simplify things. In short, we recommend: If you’re just compressing files for your own use, you can use whatever file format you like. Compare and evaluate the two engines to see which delivers better results. For compression ratios between 8.0-to-1 and 12.0:1, the higher compression ratio engine will make more power when the boost is between zero and 20psi. If your application desires more power off-boost and up to about 20psi, raising the compression ratio should be considered if the fuel to be used has the knock-resistance required. There is no single compressor which does best on all files or even on all files of the same type. The original OEM compression ratio of your engine is the ideal compression ratio for the engine. Instead, these effects are rooted in science. For low-boost applications, this chart shows the impacts of a compression ratio change at 15psi of boost. The above article may contain affiliate links, which help support How-To Geek. The boost levels that will be set will also factor into the ideal compression ratio. While raising the compression ratio has the positive effect of increasing an engine’s thermal efficiency, it also has a negative effect of reducing the volumetric efficiency of the engine. Some of these formats are just easier to use because they’re integrated into desktop operating systems, while some require third-party software. If your application desires more power from 20psi of boost to infinity, reducing the compression ratio of the engine should be considered. Rather than messing with some of the usual file types here — like Word DOCX documents, which already use a form of Zip compression, and JPG images, which also use a form of compression — we decided to compres… We’re happy with our overall results, but you might see different results when compressing different types of data. Finally, the type of racing and/or driving that the engine will be subjected to also influence ideal compression ratio. The reason is that the alcohol has a much better cooling effect than gasoline when it vaporizes. Depending on the application, it may be. Since the burn speed of the air-fuel charge increases under higher compression ratios, the ideal spark timing for a higher-compression engine will have less advance than a lower-compression engine. This means more energy is extracted from the combustion process and less is wasted to the cooling system and exhaust system. Nitrous Oxide? For a drag application where you aren’t spending any time at low boost levels, a low compression ratio is more likely to be ideal. Since forced-induction wasn’t common until the early ‘90s and it was mostly fitted on imports, many old-timers never dealt with the negative performance tradeoffs of increasing the compression ratio on a boosted engine. Stay tuned. This is more complicated than it seems. Fuel economy increases. Since temperatures of the air-fuel mixture at the time of ignition are elevated with increases in compression ratio, raising compression ratio increases the chance of auto-ignition (ignition due to heat and pressure before the spark actually occurs) and detonation (the uncontrolled explosion of the air-fuel mixture). Chris has written for The New York Times, been interviewed as a technology expert on TV stations like Miami's NBC 6, and had his work covered by news outlets like the BBC. We stuck with popular applications at their default compression settings to simplify things. These effects have nothing to do with feelings or emotions. This reduction in volumetric efficiency is the result of having less unswept volume that could be filled. These concerns are negated when higher-octane gasolines and/or E85 is going to be the fuel for the engine. The higher the boost pressure beyond this crossover point, the higher the power gain at the lower compression ratio. You’ll get different results with different data and types of data. But, if you want the best compression ratio possible, 7z is the way to go. Lowering an engine’s compression ratio has the exact opposite effect of raising the compression ratio. These worst-case conditions can occur with excessive carbon buildup on a high-mileage engine. The primary concern with higher compression ratios is the increased likelihood of detonation. Setting up an engine to run E85 instead of pump gas expands the range of possible compression ratios that can be run. However, this performance disadvantage is often offset by the fact that the higher compression ratio allows the engine to make more power when not in boost. Just remember that dramatic reductions are going to really hurt off-boost output and power until you get past that 15psi boost mark. Since less energy is wasted to the cooling system, the amount of temperature increase in the cooling system during a full-throttle pull will be less on a higher-compression engine than one with a lower compression ratio. Long before forced-induction found its way onto factory engines, high-compression pistons were one of the original go-fast upgrades. For a street application or circuit application, the off-boost and low-boost power increase from the higher compression ratio may be most ideal. The volumetric efficiency improvements don’t really start to outweigh the reductions in thermal efficiency until the boost pressure exceeds about 20psi. If you work with Mac or Linux, you could use a .tar format instead. Increasing the compression ratio of a naturally-aspirated engine increases its thermal efficiency. This chart exemplifies exactly what happens when you change the compression ratio of the engine. Unfortunately, being able to run a higher compression ratio doesn’t mean that is the ideal compression ratio. These effects have nothing to do with feelings or emotions. Look on a forum, blog, Instagram or YouTube account and you can find a number of “engine builders” sharing their thoughts and feelings on the best compression ratio for a particular engine or application. You can even crank up the compression settings to save even more space, although it will take longer to compress and decompress. If you take away anything more than the person that took the time to post this content has an asshole just like me, there is a 98-percent chance you have been misled. There is also a slight reduction in exhaust energy with a higher compression ratio. If you’re sending the archives to someone else, or you’re posting them online, you’ll probably want to use a format that the recipients can access with less fuss. While no manufacturer shares their actual compression ratio on its IndyCar engine, the expected compression ratio range for these engines is between 11.5- and 12.5-to-1 according to most sources. What is wrong with raising the compression ratio on an engine that runs ultra-boost levels? We will get into this in more detail later, but the important thing to remember is that increases in boost pressure reduce the ideal compression ratio. WinZip also didn’t beat out the integrated Windows support for creating Zip files by that much. In racing series where reducing fuel consumption provides a competitive advantage, running a higher compression ratio that sacrifices some power at higher boost levels, but delivers better fuel economy, might be the way to go.
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