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Re: Heat crazed mad scientist
Turbulance near the injector sounds good, but near the throttle body doesn't
sound that good to me...
Mike Rolica wrote:
> 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
>
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