AHHHHHHHHHHHHHHHHHHHHHHHHHHHRRRRRRRRRRRGGGGGGGGGGG!!!!! I just finished school!! Flash backs!! Sorry..... Yes but if you remember...... they are minor losses... not enough length or enogh of them to affect it.... Also.. you do want turbulence and seperation as it will help in mixing in the cylinder and a more complete burn! Ever seen a set of 94 fs chev truck heads???? If so you'll know what I mean... the have ramps... and make decent power.. Mike Rolica Plant A, Magnesium Products Division Strathroy (519)-245-4040 Ext. 265 -----Original Message----- From: John_Calabrese@ENGELHARD.COM [SMTP:John_Calabrese@ENGELHARD.COM] Sent: Monday, June 05, 2000 10:53 AM To: gmecm@diy-efi.org Subject: RE: Heat crazed mad scientist In order to quantify the flow increase, and thus the talk of laminar vs turbulent flow, a velocity must be calculated from the area, and cfm flow of the engine at different speeds. Once the velocity and reynolds number is calcuated, then you can see whether or not turbulent or laminar flow is present. Either way, in a stock TPI throttle body, there is a abrupt edge where the airfoil goes. Any time there is an abrupt change in direction, flow separation will occur, and it will occur easier at higher velocities. Flow separation can be avoided or lessened by smoothing out the abrupt changes in the device you are flowing air in, be it a manifold head port, or a throttle body. The airfoils' job is to fill in a dead spot between the two openings, thus making the change in direction less abrupt. This should increase the flow due to the smaller amount of flow separation from the side of the walls. NASCAR guys do this to the inside of the intake, trying to fill in dead spots in flow that could cause flow separation, vortices, and reversion, all which adversly effect flow rates. I do have to disagree with grumpy on the fusalage being the same as the intake. Inner flow and outer flow can differ significantly when boundaries and finite areas are considered, plus everything on a plane is designed for lift and minimal drag.... "Marteney, Steven J." <smarteney@xlvision.com>@diy-efi.org on 06/05/2000 09:31:58 AM Please respond to gmecm@diy-efi.org Sent by: owner-gmecm@diy-efi.org To: gmecm@diy-efi.org cc: Subject: RE: Heat crazed mad scientist I don't have anything intelligent to add to this topic, but I find it interesting that ALL (?) the aftermarket, high-flow, twin-blade throttle bodies basically have the airfoil piece designed in the housing. Do they do it for looks or just for show? Steve -----Original Message----- From: Bruce Plecan [mailto:nacelp@bright.net] Sent: Saturday, June 03, 2000 4:37 PM To: gmecm@diy-efi.org Subject: Re: Heat crazed mad scientist Someone posted a link to a pic of one, after a quick refresher on what they look like, I'll bet 2 shiny new pennies that it will slightly worsen the air flow, especially at higher flow rates. For a better look at what happens, you might try to get a copy of Model Rocketry by G Harry Stine. Lots of **Good** data about sub sonic air flow. Also an easy read, and I think there was some talk about laminar flow boundry layer etc... Also, for aero info., look at the WWII fighter stuff that's all sub sonic (prop stuff, in level flight), and a good source. Exterior flow over a fuselage is just the same as what's in the intake tract. If ya think I got crazy about air filtering, and misc stuff ya ought see what rockets brought out in me Grumpy ---------------------------------------------------------------------------- To unsubscribe from gmecm, send "unsubscribe gmecm" (without the quotes) in the body of a message (not the subject) to majordomo@lists.diy-efi.org ---------------------------------------------------------------------------- To unsubscribe from gmecm, send "unsubscribe gmecm" (without the quotes) in the body of a message (not the subject) to majordomo@lists.diy-efi.org
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