X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Sun, 07 Oct 2007 22:41:39 -0400 Message-ID: X-Original-Return-Path: Received: from elasmtp-junco.atl.sa.earthlink.net ([209.86.89.63] verified) by logan.com (CommuniGate Pro SMTP 5.1.12) with ESMTP id 2373052 for lml@lancaironline.net; Sat, 06 Oct 2007 21:12:26 -0400 Received-SPF: none receiver=logan.com; client-ip=209.86.89.63; envelope-from=rtitsworth@mindspring.com DomainKey-Signature: a=rsa-sha1; q=dns; c=nofws; s=dk20050327; d=mindspring.com; b=VcDCq1EYGeZtQ6GvnusmkQLQNxV4P5SQirSOTpv2BO+Nr/hQFOBUs4bZT4GcjGy9; h=Received:From:To:Subject:Date:Message-ID:MIME-Version:Content-Type:X-Mailer:In-Reply-To:X-MimeOLE:Thread-Index:X-ELNK-Trace:X-Originating-IP; Received: from [71.238.59.21] (helo=RDTVAIO) by elasmtp-junco.atl.sa.earthlink.net with asmtp (Exim 4.34) id 1IeKgP-0005wl-TO for lml@lancaironline.net; Sat, 06 Oct 2007 21:11:50 -0400 From: "rtitsworth" X-Original-To: "'Lancair Mailing List'" Subject: RE: [LML] Re: video of cyl firing X-Original-Date: Sat, 6 Oct 2007 21:11:43 -0400 X-Original-Message-ID: <006e01c8087f$06de4d40$6400a8c0@RDTVAIO> MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_006F_01C8085D.7FCCAD40" X-Mailer: Microsoft Office Outlook 11 In-Reply-To: X-MimeOLE: Produced By Microsoft MimeOLE V6.00.2900.3138 Thread-Index: AcgINLPsu2vGmaZWSsWq8uxXwnElagASCQ9w X-ELNK-Trace: b17f11247b2ac8f0a79dc4b33984cbaa0a9da525759e2654dd8230a4e24502a824cb2004eeda802e396bf6a0aafa7dc0350badd9bab72f9c350badd9bab72f9c X-Originating-IP: 71.238.59.21 This is a multi-part message in MIME format. ------=_NextPart_000_006F_01C8085D.7FCCAD40 Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit Brent, etal, FYI, many "timed" fuel injector systems are not really as "timed" as what you might think. It's true that the "timing" is in effect at relatively low throttle positions (i.e. a typical passenger car at cruise). However, fuel is typically metered by the time the nozzle is open (or number of pulses) versus some sort of complex variable flow nozzle. There is a tradeoff on the amount of fuel that can be pushed through a single nozzle and the quality of the atomization (i.e. the size of the nozzle). Thus, on many high powered auto engines at high power settings (WOT) the nozzles can actually be open much longer than the intake cycle in order to achieve the required fuel flow rate. Tradeoffs, tradeoffs. Rick _____ From: Lancair Mailing List [mailto:lml@lancaironline.net] On Behalf Of Brent Regan Sent: Saturday, October 06, 2007 12:20 PM . I assume that when you say "injection" you are referring to typical aircraft injection, which has a continuos fuel flow rather than timed injection.. ------=_NextPart_000_006F_01C8085D.7FCCAD40 Content-Type: text/html; charset="US-ASCII" Content-Transfer-Encoding: quoted-printable

Brent, = etal,

 

FYI, many “timed” fuel injector systems are not really as “timed” as what you might think.  It’s true that the “timing” is in effect = at relatively low throttle positions (i.e. a typical passenger car at cruise).  = However, fuel is typically metered by the time the nozzle is open (or number of = pulses) versus some sort of complex variable flow nozzle.  There is a tradeoff on = the amount of fuel that can be pushed through a single nozzle and the = quality of the atomization (i.e. the size of the nozzle).  Thus, on many high = powered auto engines at high power settings (WOT) the nozzles can actually be = open much longer than the intake cycle in order to achieve the required fuel flow rate.  Tradeoffs, tradeoffs.

 

Rick

 

From: Lancair Mailing = List [mailto:lml@lancaironline.net] On = Behalf Of Brent Regan
Sent: Saturday, October = 06, 2007 12:20 PM

 

… I assume that when you say = "injection" you are referring to typical aircraft injection, which has a continuos fuel = flow rather than timed injection….<= /p>

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