V8 Test Bench

Data sheet

Layout

V8, 90° cylinder angle, camshaft in block, 2 valves per cylinder

Bore × stroke

101.6 × 92.0 mm

Displacement

5,967 cm³, 746 cm³ per cylinder

Connecting rod

155 mm, rod ratio λ = r/l = 0.297

Compression

10.9 : 1, clearance volume 75 cm³

Crankshaft

Cross-plane, crankpins at 0° / 90° / 270° / 180°, two connecting rods per crankpin

Firing order

1-8-4-3-6-5-7-2, one firing every 90° crank angle

Cylinder banks

left 1-3-5-7, right 2-4-6-8 (seen from the rear)

Valve timing

Intake opens 10° BTDC, closes 40° ABDC · Exhaust opens 40° BBDC, closes 10° ATDC

Valve lift

13.3 mm via 1.7 : 1 rocker arm

Ignition

20° BTDC, burn duration 55° crank angle

Timing drive

Chain 18 : 36 teeth, camshaft at half crankshaft speed

How the model calculates

1. Piston travel from the crank train: x(α) = r·cos α + √(l² − r²·sin² α). From this, every frame places the pistons, connecting rods, cam lobes, lifters, rocker arms and valves.
2. The high-pressure part, from intake valve closing to exhaust valve opening, is integrated with the first law of thermodynamics in steps of 0.25° (κ = 1.32, Wiebe heat release). The model simplifies gas exchange with fixed pressures.
3. Torque is gas force times lever arm at the crankpin, summed over all eight cylinders. Inertia forces, friction and heat losses are missing. These are indicated values. A real engine delivers noticeably less at the crankshaft.
4. Engine speed changes power and piston speed. The model keeps volumetric efficiency constant. Load controls it through manifold pressure.
5. The geometry is based on a 6.0-litre small-block. The shapes of pistons, valves and rocker arms are simplified.