X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Sun, 07 Aug 2005 23:25:28 -0400 Message-ID: X-Original-Return-Path: Received: from imo-m21.mx.aol.com ([64.12.137.2] verified) by logan.com (CommuniGate Pro SMTP 4.3.7) with ESMTP id 640476 for lml@lancaironline.net; Sun, 07 Aug 2005 17:59:10 -0400 Received-SPF: pass receiver=logan.com; client-ip=64.12.137.2; envelope-from=Sky2high@aol.com Received: from Sky2high@aol.com by imo-m21.mx.aol.com (mail_out_v38_r4.1.) id q.142.4ae05159 (4320) for ; Sun, 7 Aug 2005 17:58:22 -0400 (EDT) From: Sky2high@aol.com X-Original-Message-ID: <142.4ae05159.3027ddfe@aol.com> X-Original-Date: Sun, 7 Aug 2005 17:58:22 EDT Subject: Re: [LML] Re: Lower Cowl Air Temperature - Induction Air - Heater Air Temp X-Original-To: lml@lancaironline.net MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="-----------------------------1123451902" X-Mailer: 9.0 Security Edition for Windows sub 5009 X-Spam-Flag: NO -------------------------------1123451902 Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit In a message dated 8/7/2005 2:22:55 P.M. Central Standard Time, walter@advancedpilot.com writes: Yep, the purpose of the carb atomization is to make smaller droplets that then can be more easily vaporized while the F:A mixture is still in the induction system. The better that is accomplished, the better the F:A balance between cylinders. Walter, Better, but never very good.. Gary's comment is also slightly suspect because Taylor indicates injected engine air temp can be and has been measured at the cylinder (It's Sunday, and I am tired of Google searches at the end of the week).. Carb engines are notorious for the poor F/A balance in each cylinder - air just doesn't seem to make it around the different corners to get good results.. I have been reading Taylor and simple comments will no longer work for me without data. We can have our beliefs to be whatever we want but injected engines can achieve a greater efficiency than carbed ones....besides the splash that is vaporized on hot cylinder surfaces, there is clearly atomization, atomization that can be enhanced by proper inserted air under pressure or, no additional air is required at all if a sophisticated multi-port electronic injector is used. Honda will show the way........ Anyway, I give up on this thread because Octane and timing, valve characteristics and induction mixture swirl are at least as important as air temp and compression ratio when one is thinking about detonation. There just ain't no simple answer. Experimentation is still possible.... My personal brain timing has now been retarded to avoid self-detonation.......... Scott Krueger AKA Grayhawk Lancair N92EX IO320 SB 89/96 Aurora, IL (KARR) -------------------------------1123451902 Content-Type: text/html; charset="US-ASCII" Content-Transfer-Encoding: quoted-printable
In a message dated 8/7/2005 2:22:55 P.M. Central Standard Time,=20 walter@advancedpilot.com writes:
<= FONT=20 style=3D"BACKGROUND-COLOR: transparent" face=3DArial color=3D#000000 size= =3D2>Yep, the=20 purpose of the carb atomization is to make smaller droplets
that then=20= can=20 be more easily vaporized while the F:A mixture is still
in the inducti= on=20 system.  The better that is accomplished, the better
the F:A bala= nce=20 between cylinders.

Walter,
 
Better, but never very good..  Gary's comment is also slightly sus= pect=20 because Taylor indicates injected engine air temp can be and has been measur= ed=20 at the cylinder (It's Sunday, and I am tired of Google searches at the end o= f=20 the week)..  Carb engines are notorious for the poor F/A balance in eac= h=20 cylinder - air just doesn't seem to make it around the different corners to=20= get=20 good results..  I have been reading Taylor and simple comments will no=20 longer work for me without data.  We can have our beliefs to=20 be whatever we want but injected engines can achieve a greater=20 efficiency than carbed ones....besides the splash that is vaporized on hot=20 cylinder surfaces, there is clearly atomization, atomization that can be=20 enhanced by proper inserted air under pressure or, no additional air is= =20 required at all if a sophisticated multi-port electronic injector is=20 used.  Honda will show the way........
 
Anyway, I give up on this thread because Octane and timing, valve=20 characteristics and induction mixture swirl are at least as import= ant=20 as air temp and compression ratio when one is thinking about detonation.&nbs= p;=20 There just ain't no simple answer.  Experimentation is still=20 possible....
 
My personal brain timing has now been retarded to avoid=20 self-detonation..........=20
 
Scott Krueger=20 AKA Grayhawk
Lancair N92EX IO320 SB 89/96
Aurora, IL=20 (KARR)



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