X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Wed, 10 Aug 2005 07:44:19 -0400 Message-ID: X-Original-Return-Path: Received: from imo-d05.mx.aol.com ([205.188.157.37] verified) by logan.com (CommuniGate Pro SMTP 5.0c1) with ESMTP id 661299 for lml@lancaironline.net; Tue, 09 Aug 2005 19:39:05 -0400 Received-SPF: pass receiver=logan.com; client-ip=205.188.157.37; envelope-from=REHBINC@aol.com Received: from REHBINC@aol.com by imo-d05.mx.aol.com (mail_out_v38_r4.1.) id q.9b.652e01cc (1320) for ; Tue, 9 Aug 2005 19:38:19 -0400 (EDT) From: REHBINC@aol.com X-Original-Message-ID: <9b.652e01cc.302a986b@aol.com> X-Original-Date: Tue, 9 Aug 2005 19:38:19 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="-----------------------------1123630699" X-Mailer: 9.0 for Windows sub 5118 X-Spam-Flag: NO -------------------------------1123630699 Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit Walter, I agree with you 100% that finer atomization will improve cylinder distribution in a manifolded system. However, my education as well as my experience tell me that this is due at least as much or more to better suspension of the smaller droplets from brownian effects as it is faster vaporization. Theoretically, one could probably get the droplet size small enough to make it happen, but with the presures available in a carburator it isn't practical without some help somewhere else. Typical carburated auto engines used heated intake manifolds to help vaporization. This never helped power but it did improve drivabillity in cold weather. In years gone by I saw photos from test engines showing the liquid droplets still in suspension during the begining of the combustion event. The droplets don't last long once the flame is lit and compression heating would probably take them out pretty quick anyway. Fuel that winds up on the cylinder wall or head is a different matter. The most important thing is to keep the fuel from collecting on the surfaces of the intake and combustion chamber to begin with. Smaller is definitely better. (Sounds awfully UnAmerican doesn't it?) Rob -------------------------------1123630699 Content-Type: text/html; charset="US-ASCII" Content-Transfer-Encoding: quoted-printable

Walter,

I agree with you 100% that finer atomization will improve cylinder dist= ribution in a manifolded system. However, my education as well as my experie= nce tell me that this is due at least as much or more to better su= spension of the smaller droplets from brownian effects as it is faster vapor= ization. Theoretically, one could probably get the droplet size small enough= to make it happen, but with the presures available in a carburator it isn't= practical without some help somewhere else.

Typical carburated auto engines used heated intake manifolds to help va= porization. This never helped power but it did improve drivabillity in=20= cold weather.

In years gone by I saw photos from test engines showing the liquid drop= lets still in suspension during the begining of the combustion event. &= nbsp;The droplets don't last long once the flame is lit and compression heat= ing would probably take them out pretty quick anyway. Fuel that winds up on=20= the cylinder wall or head is a different matter.

The most important thing is to keep the fuel from collecting on th= e surfaces of the intake and combustion chamber to begin with. Smaller is de= finitely better. (Sounds awfully UnAmerican doesn't it?)

Rob

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