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| Re: Fuel Injection |
Subject: Re: Fuel Injection
by andrewjdonoghue on 2002/1/1 6:26:00
Carby addendum 1:
Also, different carby arrangements can enable closer resolution (tuneability) over the process. Single downdraft to dual throat, sidedraft to twin sidedraft, triple sidedraft, quad, etc....
Hence the reason why twin SU manifolds and GX heads (for 1200s), or why people put on twin dellortos, twin webers, etc.
Then we get into funny jet sizes and shapes, tapers of jets, more holes or different designs/shapes/angles of holes to allow better fuel atomization, accelerator pumps, narrowing passages in
the carby over jets to create additional vacuum directly above the jet, etc. this gets into gasflow dynamics and is very complicated science. The theories alone that some people have in this
field can be absolutely bizzare - to give an example of the detail, each individual jet in the carby's gas flow is going to have primary and secondary harmonic pressure waves (as does any
cylindrical shape used to flow gas) which could improve or reduce it's ability to flow fuel, on top of the size of the jet's bore, based on it's length, length versus diameter, the placement
of atomization holes, the shapes of the lip (tip) at each end. Remember, this is for a small piece the size of a pencil tip inside your carby. 100 years of development has gone into this from
every automobile engine manufacturer in the world.
In the bad old days of V8 drag racing, running twin 4 barrel downdrafts or quad twin barrel downdrafts with exactly tuned length velocity stacks was not uncommon. More air, more fuel, more
adjustability, and unfortunately more contstant retuning than anything a factory would ever sell to us.
Information overload anyone?
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