X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Thu, 13 Dec 2007 10:14:41 -0500 Message-ID: X-Original-Return-Path: Received: from imo-d20.mx.aol.com ([205.188.139.136] verified) by logan.com (CommuniGate Pro SMTP 5.2c1) with ESMTP id 2578671 for lml@lancaironline.net; Wed, 12 Dec 2007 20:02:04 -0500 Received-SPF: pass receiver=logan.com; client-ip=205.188.139.136; envelope-from=Sky2high@aol.com Received: from Sky2high@aol.com by imo-d20.mx.aol.com (mail_out_v38_r9.3.) id q.cde.1e28d7e1 (39331) for ; Wed, 12 Dec 2007 20:01:21 -0500 (EST) From: Sky2high@aol.com X-Original-Message-ID: X-Original-Date: Wed, 12 Dec 2007 20:01:20 EST Subject: Re: [LML] GAMI Injectors - question for Walter X-Original-To: lml@lancaironline.net MIME-Version: 1.0 Content-Type: multipart/mixed; boundary="part1_cde.1e28d7e1.3491de60_boundary" X-Mailer: AOL 9.0 VR sub 5006 X-Spam-Flag: NO --part1_cde.1e28d7e1.3491de60_boundary Content-Type: multipart/related; boundary="part1_cde.1e28d7e1.3491de60_rel_boundary" --part1_cde.1e28d7e1.3491de60_rel_boundary Content-Type: multipart/alternative; boundary="cde.1e28d7e1_alt_bound" --cde.1e28d7e1_alt_bound Content-Type: text/plain; charset="UTF-8" Content-Transfer-Encoding: quoted-printable Content-Language: en In a message dated 12/12/2007 9:05:59 A.M. Central Standard Time, =20 fredmoreno@optusnet.com.au writes: =20 Referring to Scott=E2=80=99s set up using a pitot tube in the cowl inlet to= =20 pressurize the fuel injector air inlets, Walter wrote: =20 =E2=80=9CVery nice set-up. Did you use a turbo-type injector to hook to the= ram air?=20 [Yes]=E2=80=9D =20 This topic raises some questions in my mind that just won=E2=80=99t go away= . Pesky =20 things. The fuel injectors have holes in them so that air can flow from a high=20 pressure region into the injector to the lower pressure region in the intak= e port.=20 Along the way the flow of air helps to atomize the fuel assisting=20 combustion. =20 There are the bits of =E2=80=9Cdata=E2=80=9D (I use the term loosely) rumbl= ing around in my=20 mind that suggest the injector air flow is not important at wide open=20 throttle and thus irrelevant to high power cruise performance. =20 Fred, this is the only time it actually matters to me. At anything other=20 than WOT, the pressure in the manifold is, by definition and observation, l= ower=20 than that at WOT. The amount of flight (or taxi) time spent at low power i= s=20 inconsequential. At any time the throttle (air valve controller) reduces=20 the MAP below the pressure of the air used to feed the injector bleed hole=20 (whether ram or upper cowl cooling air), everything is fine as the assist a= ir is=20 being sucked in. =20 =20 This issue is important in a turbocharged engine because a great deal of=20 engine operational time is spent with the MAP at a higher pressure than nor= mally=20 available air to be supplied to each injector - especially at higher=20 altitudes. Thus, "deck pressurized" air is tapped and fed to the injectors= to at=20 least keep the bleed hole air at the same pressure as the induction system.= =20 =20 But, that is not the only issue. I will again get to that later. The question is: True or False?=20 Data bit #1: I recall the following when talking to an auto engine =E2=80= =9Cexpert.=E2=80=9D Modern electronic fuel injection systems control fuel flow by varying=20 pulse length, but the fuel pressure remains constant. A jet of fuel is poi= nted=20 at the back of the intake valve. The intake valve which runs moderately ho= t =20 helps to vaporize the fuel. Further vaporization occurs as the intake air=20= is=20 drawn by the intake valve into the cylinder. The space between valve and=20 valve seat creates an annular venturi of sorts, and as we know, venturis ar= e=20 highly effective at atomizing liquid fuel. So in auto engines higher fuel=20= =20 pressure squirting on the intake valve plus a bit of heat plus the high shea= r =20 stresses that occur when the flow passes the valve and seat all combine to =20 provide good atomization over a wide range of power conditions. =20 It is time to talk to more modern engine experts (I am not one, but I staye= d=20 at a Holiday Inn Express once). There are probably no single outlet =20 injectors in any of the efficient water cooled automobile engines extant to= day. =20 Electronic injectors do not need air to atomize the fuel. Even my 1800cc H= onda=20 motorcycle uses 50 psi fuel delivery to electronic injectors with 12 holes=20= in=20 each to better atomize the fuel in the induction system (also utilizes 2=20 intake valves, 2 spark plugs and is water cooled). Auto/motorcycle engines= =20 don't fly (much). =20 Data bit #2: I spent some years working in gas turbine combustion to reduce= =20 NOx emissions. This led me to Arthur Lefebvre=E2=80=99s book Gas Turbine C= ombustion=20 which reports on the huge amounts of work done on fuel atomization in jet=20 engines. The problem is that between cold day sea level take off power an= d=20 flight idle at the start of descent at 36,000 feet, there is a huge differe= nce=20 in fuel flow. This creates major problems for atomization over the entire=20 range of operation, and has resulted in a lot of fancy fuel injector design= s. =20 Yes, designs for kerosene powered turbines. Our simple constant flow fuel injection systems are more like turbine=20 injectors than modern electronic auto injectors. =20 Data point #3: Aircraft fuel injectors tend to squirt at the wall of the=20 intake port (also warm) and not at the back of the intake valve. So cold,= low=20 power (idle) atomization maybe particularly poor. And low power which call= s =20 for low air flow in the intake port also leads to poor atomization. Help =20 needed. Again, so little tach time is spent at very low power, it is not an issue.=20= =20 But the sucking (vacuum) produced by reducing the throttle and the draw of=20 the cylinder supplies adequate air for atomization. So methinks the following:=20 In our constant flow fuel injectors, at idle and low power settings, the=20 fuel flow is so low that the injector by itself does not squirt, but dribbl= es=20 fuel out in a low pressure stream. Poor atomization =3D lousy combustion.=20= So to=20 improve atomization, we add air assist atomization. Fortunately, low powe= r=20 also means low manifold pressure, and so ambient pressure (or upper deck =20 pressure) will force air through the fuel injector where it can atomize the=20= fuel=20 dribble and =E2=80=93 magic! =E2=80=93 good (or at least improved) combustio= n. One can=20 expect at least 5 or 10 inches of mercury delta P between intake port and =20 ambient, good enough to spray gasoline.=20 Yes, fine. At high power and in cruise (in particular, wide open throttle at altitude)= =20 the manifold pressure virtually equals the ambient pressure. No delta P=20 means no atomization air through the injector. But not to worry =E2=80=93=20= the cylinder=20 head is hot so the fuel is hitting a hot surface inside the intake port, an= d=20 moreover, the MASS FLOW RATE of air through the intake port is high so that= =20 the fuel is well sheared and mixed when air and fuel pass through the ventu= ri=20 between intake valve and valve seat. =20 Not with a good ram air system. Conclusion (Sorry Scott, if I am right) =E2=80=93 The extra effort to gain=20= a few=20 inches of WATER pressure using the pitot ram tube set up to pressurize the=20 injector air is not worthwhile at higher power settings. At lower power se= ttings,=20 the delta P IS large enough to provide atomization. =20 So for higher power settings or wide open throttle, there is little to be=20 gained by fancy air distribution systems for air injection flow. More=20 importantly for Scott, the speed contribution may be zip. =20 Maybe. The air available to each injector is EQUAL in pressure. There is=20 an observed effect. After installation a different cylinder is the first t= o=20 reach peak when leaned. Other users have reported a tighter CHT temperatur= e=20 spread. I have seen a tighter fuel flow spread at peak EGTs. I do not hav= e=20 sophisticated equipment to measure the difference in a meaningful way. I=20 don't care. My indications are that I have a better balanced system than I= did=20 before and without running with different sized injectors. That is, I may=20 have accomplished some fine tuning at little cost. I hope that no one else= =20 makes use of this technique - there are some untested areas, such as what h= appens=20 by blocking all of the injector air. =20 There are two things that can modify this argument. =20 The first is that the pressure in the intake port is not constant at the=20= =E2=80=9C manifold pressure=E2=80=9D but surging up and down as the cylinder goes gul= p-gulp-gulp,=20 and so there may well be some delta P during the intake stroke when the=20 cylinder is sucking on the intake port. If this pressure fluctuation is no= t too=20 fast for the flow in the injector, it may assist in atomization. But the=20 effect is due to periodic low pressure in the intake port due to induction,= not=20 a tiny bit of additional pressure from the pitot ram air set up. =20 The second thing that can modify the argument is DATA! One sound data poin= t=20 is worth 1000 speculations. Has a good before and after test under=20 carefully controlled conditions shown performance improvements in terms of=20= power, =20 mixture distribution, or beneficial effect on the harmonic convergence? If= so,=20 Publish or Perish! Yes, I am relying on my observations and the implementations that all=20 turbocharged engines use - I. E. the deck pressure (MAP) shall not exceed t= he air=20 pressure available at each injector. What say you, Walter? Teach us some more about fuel atomization at higher=20 power settings and wide open throttle. What does the data show? If no dat= a,=20 you are invited to speculate as well. One Walter speculation =3D 1000 Fred= =20 speculations.=20 Always Curious Fred >>>>>>>>>>>>>>>> =20 Scott Krueger MotorMouth, Charlatan, Bon Vivant, Escapee, Etcetera... **************************************See AOL's top rated recipes=20 (http://food.aol.com/top-rated-recipes?NCID=3Daoltop00030000000004) --cde.1e28d7e1_alt_bound Content-Type: text/html; charset="UTF-8" Content-Transfer-Encoding: quoted-printable Content-Language: en
In a message dated 12/12/2007 9:05:59 A.M. Central Standard Time,=20 fredmoreno@optusnet.com.au writes:

Referring to Scot= t=E2=80=99s=20 set up using a pitot tube in the cowl inlet to pressurize the fuel injecto= r=20 air inlets, Walter wrote:

=E2=80=9CVe= ry nice set-up. Did you=20 use a turbo-type injector to hook to the ram air? [Yes]=E2=80=9D

This topic raises= =20 some questions in my mind that just won=E2=80=99t go away.  Pesky=20 things.

The fuel injector= s=20 have holes in them so that air can flow from a high pressure region into t= he=20 injector to the lower pressure region in the intake port.  Along the=20= way=20 the flow of air helps to a= tomize the=20 fuel assisting combustion.

There are the bit= s=20 of =E2=80=9Cdata=E2=80=9D (I use the term loosely) rumbling around in my m= ind that suggest the=20 injector air flow is not important at wide open throttle and thus irreleva= nt=20 to high power cruise performance. 

Fred, this is the only time it actually matters to me.&n= bsp;=20 At anything other than WOT, the pressure in the manifold is, by definition a= nd=20 observation, lower than that at WOT.  The amount of flight (or t= axi)=20 time spent at low power is inconsequential.  At any time the throttle (= air=20 valve controller) reduces the MAP below the pressure of the air used to feed= the=20 injector bleed hole (whether ram or upper cowl cooling air), everything is f= ine=20 as the assist air is being sucked in.  
 
This issue is important in a turbocharged engine be= cause=20 a great deal of engine operational time is spent with the MAP at a high= er=20 pressure than normally available air to be supplied to each injector -=20 especially at higher altitudes.  Thus, "deck pressurized" air is tapped= and=20 fed to the injectors to at least keep the bleed hole air at the same pressur= e as=20 the induction system. 
 
But, that is not the only issue.  I will again get=20= to=20 that later.

The question is:=20 True or False?

Data bit #1: I=20 recall the following when talking to an auto engine =E2=80=9Cexpert.=E2= =80=9D  Modern=20 electronic fuel injection systems control fuel flow by varying pulse lengt= h,=20 but the fuel pressure remains constant.  A jet of fuel is pointed at=20= the=20 back of the intake valve.  The intake valve which runs moderately hot= =20 helps to vaporize the=20 fuel.  Further vaporization occurs as the intake air is drawn by the=20 intake valve into the cylinder.  The space between valve and valve se= at=20 creates an annular venturi of sorts, and as we know, venturis are highly=20 effective at atomizing liquid fuel.  So in auto engines higher fuel=20 pressure squirting on the intake valve plus a bit of heat plus the high sh= ear=20 stresses that occur when the flow passes the valve and seat all combine to= =20 provide good atomization over a wide range of power conditions.=20

It is time to talk to more modern engine experts (I am not one, but I=20 stayed at a Holiday Inn Express once).  There are probably no single ou= tlet=20 injectors in any of the efficient water cooled automobile engines extant=20 today.  Electronic injectors do not need air to atomize the fuel. = =20 Even my 1800cc Honda motorcycle uses 50 psi fuel delivery to electronic= =20 injectors with 12 holes in each to better atomize the fuel in the=20 induction system (also utilizes 2 intake valves, 2 spark plugs and is= =20 water cooled).  Auto/motorcycle engines don't fly (much).
 
Data bit #2: I spe= nt some years working in gas=20 turbine combustion to reduce NOx emissions.  This led me to Arthur=20 Lefebvre=E2=80=99s book Gas Turbine Combustion which reports on the h= uge amounts=20 of work done on fuel atomization in jet engines.   The problem is=20= that=20 between cold day sea level take off power and flight idle at the start of=20 descent at 36,000 feet, there is a huge difference in fuel flow.  This=20 creates major problems for atomization over the entire range of operation, a= nd=20 has resulted in a lot of fancy fuel injector designs.=20
 =
Yes, designs for kero= sene powered=20 turbines.

Our simple consta= nt=20 flow fuel injection systems are more like turbine injectors than modern=20 electronic auto injectors.

Data point #3:=20 Aircraft fuel injectors tend to squirt at the wall of the intake port (als= o=20 warm) and not at the back of the intake valve.   So cold, low po= wer=20 (idle) atomization maybe particularly poor.  And low power which call= s=20 for low air flow in the intake port also leads to poor atomization. =20= Help=20 needed.

Again, so little tach time is spent at very low power, i= t is=20 not an issue.   But the sucking (vacuum) produced by reducing the=20 throttle and the draw of the cylinder supplies adequate air for=20 atomization.

 So methinks=20= the=20 following:

In our constant f= low=20 fuel injectors, at idle and low power settings, the fuel flow is so low th= at=20 the injector by itself does not squirt, but dribbles fuel out in a low=20 pressure stream.  Poor atomization =3D lousy combustion.  So to=20 improve atomization, we add air assist atomization.  Fortunately, low= =20 power also means low manifold pressure, and so ambient pressure (or upper=20= deck=20 pressure) will force air through the fuel injector where it can atomize th= e=20 fuel dribble and =E2=80=93 magic! =E2=80=93 good (or at least improved) co= mbustion.  One=20 can expect at least 5 or 10 inches of mercury delta P between intake port=20= and=20 ambient, good enough to spray gasoline.

Yes, fine.

At high power and in=20 cruise (in particular, wide open throttle at altitude) the manifold pressu= re=20 virtually equals the ambient pressure.  No delta P means no atomizati= on=20 air through the injector.  But not to worry =E2=80=93 the cylinder he= ad is hot so=20 the fuel is hitting a hot surface inside the intake port, and moreover, th= e=20 MASS FLOW RATE of air through the intake port is high so that the fuel is=20= well=20 sheared and mixed when air and fuel pass through the venturi between intak= e=20 valve and valve seat. 

Not with a good ram air system.

 Conclusion (= Sorry=20 Scott, if I am right) =E2=80=93 The extra effort to gain a few inches of W= ATER=20 pressure using the pitot ram tube set up to pressurize the injector air is= not=20 worthwhile at higher power settings.  At lower power settings, the de= lta=20 P IS large enough to provide atomization. 

So for higher pow= er=20 settings or wide open throttle, there is little to be gained by fancy air=20 distribution systems for air injection flow.   More importantly=20= for=20 Scott, the speed contribution may be zip. 

Maybe.  The air available to each injector is EQUAL= in=20 pressure.  There is an observed effect.  After installation a=20 different cylinder is the first to reach peak when leaned.  Other users= =20 have reported a tighter CHT temperature spread.  I have seen a tighter=20= fuel=20 flow spread at peak EGTs.  I do not have sophisticated equipment t= o=20 measure the difference in a meaningful way.  I don't care.  My=20 indications are that I have a better balanced system than I did before and=20 without running with different sized injectors.  That is, I may have=20 accomplished some fine tuning at little cost. I hope that no one=20 else makes use of this technique - there are some untested areas, such=20= as=20 what happens by blocking all of the injector air. 

There are two thi= ngs=20 that can modify this argument. 

The first is that= =20 the pressure in the intake port is not constant at the =E2=80=9Cmanifold p= ressure=E2=80=9D but=20 surging up and down as the cylinder goes gulp-gulp-gulp, and so there may=20= well=20 be some delta P during the intake stroke when the cylinder is sucking on t= he=20 intake port.  If this pressure fluctuation is not too fast for the fl= ow=20 in the injector, it may assist in atomization.  But the effect is due= to=20 periodic low pressure in the intake port due to induction, not a tiny bit=20= of=20 additional pressure from the pitot ram air set up.

The second thing=20 that can modify the argument is DATA!  One sound data point is worth=20= 1000=20 speculations.  Has a good before and after test under carefully=20 controlled conditions shown performance improvements in terms of power,=20 mixture distribution, or beneficial effect on the harmonic convergence?&nb= sp;=20 If so, Publish or Perish!

Yes, I am relying on my observations and the implementat= ions=20 that all turbocharged engines use - I. E. the deck pressure (MAP) shall= not=20 exceed the air pressure available at each injector.

Wha= t say you,=20 Walter?  Teach us some more about fuel atomization at higher power sett= ings=20 and wide open throttle.  What does the data show?  If no data, you= are=20 invited to speculate as well.  One Walter speculation =3D 1000 Fred=20 speculations.

Always Curious=20 Fred

>>>>>>>>>>>>>&g= t;>>=20
 
Scott=20 Krueger
MotorMouth, Charlatan, Bon Vivant, Escapee, Etcetera...



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