De-atomization of air fuel mixture in intake tract of IC racing engines PART 2 of 3 

Thanbk you. I have not posted any more on this channel becuse we are putting toegther an entirely new one. This time with a team of profesionals just like me...

There are at least 20 people i can think of that know what I know. My pears and competitors are intelegent dare i say genius. Competing agianst them is what drives me. I would never dare to say I am the best. I am just the only person out here talking about these topics.

On my harley heads you make more power with a radius intake seat they are a hemi head & you don't have longer intake runners

We used Isopar-C with Ok results. Much of it evaportated in the sytem before being reclaimed. Ended up just using 50/50 Alky and water to mimic Spec-Grav becuse it was one tenth the cost. Have not been on the Wet bench in two years because I have not developed any heads from a clean sheet of paper in that time.

@@darinmorgan3520 thank you sincerely for sharing your experience, it is truly priceless.

smart!.....

Cool to hear about your experience. Which intake did you have? I have a 390 in my pick up and adore my old v8.

@@chaseman113 I have a Holley Street Dominator that has long and very good runners as far as equal length runners as far as rise, turn, and curvature.,it is amazingly like Fords racing manifolds in how well they turn in to the head ports. I can see why they won so many races.,

put a vane in the roof of the bowl

Short answe for intake ports I think is pushrods box things in and so to get cross section... go square. Like you I marvel at misses of decades past, especially corner radius often being too tight - oval seems to serve up more consistent velocity by cross section.

There is a finite amount of power you can produce with alcohol and nitrous. Hundreds of HP less than you can make with gas. Why is that you ask? I really dont know. I have heard that it freezes the fuel and other theories. I never looked into it so I cant give you an educated opinion as to why. The nitrous is 65 below zero coming out of that nozzle. That alone causes issues with gas but alcohol is a disaster

@@darinmorgan3520 I did not think about the extreme cooling effect with N2O and Alky. That's an interesting idea. Congrats on your new job at BES.

I was hoping I'd see this discussion some day! I'm playing with the idea of NA street alcohol engines. The idea is that if the engine is above the boiling point of the fuel, then the fuel will ledenfrost off the cylinder and plug. In theory, on paper, At an AFR of 6.1 on alcohol, there's enough latent heat of vaporization in the fuel to drop the air temp about 200 degrees, Kelvin or 400 degrees Fahrenheit. With 10:1 compression as the base, it should be able to get close to a 600F cylinder temperature just from compression, which leaves you with 200F cylinder temp with fuel, before the plugs fire. I do intend to test this, but haven't really set up a valid test. The 200-400 degree temperature drop agrees with blowers becoming cold. The plug wetting makes only partial sense. If you have a 160 degree cylinder head, and your fuel boils at 250F, then yes, the fuel should snuff out the plug. But, plugs get heat discoloration at 340-500F. On top of that, I might be able to get a good test on Methanol, but how do I know specifically what's in my gas. Straight Iso-octane is different from straight Toluene or Benzene.

@@Dr_Xyzt What is ledenfrost ?

@@luckyPiston When a liquid touches a surface that's much higher than its boiling point, the liquid droplets will float above the surface instead of wetting it.

No thats not correct. We are trying to optimize valve efficiency by attaining a high discharge coefficient at the throat over the entire flow curve which tells us we are " getting the air around the valve" very efficiently. ( Also called Effective flow area) We are also optimizing the area, air speeds and air speed change over time in order to create a Ram Effect known as Inertia supercharging. That in turn sets up Harmonics in the intake tract that help raise pressure at intake valve opening. This is a very simple definition of what goes on.

@@darinmorgan3520 Thank you

Is it still spontaneous if it is consistently part of a chain reaction ?

The ignition timing is primarily a function of chamber efficiency (surface volume to area ratio and shape) in conjunction with the fuel being used . Burn rate is effected very little by variations in induction system efficiency or even VE for that matter.

@@darinmorgan3520 So what have you seen as the lowest timing needed to make best power in the testing you have done?

@@racerd9669 The lowest timing at the highest engine speed, 27 degrees at 10500rpm on a two valve head. 31cc chamber

I would like to know how u can have flow when u are basically plugging the system with a piston ?

@@luckyPiston Its called thinking outside the box. I even change the piston hgt. in the bore and look at wet flow changes as the chamber area changes.

Thats only if the Dioxane, propylene Oxide, Tetra ethyl lead, chlorinated cleaners, aluminum dust, benzene, and other chemicals dont get me first. I have reserved myself to he fact that my cancer risk is elevated due to my history. I dont think the dye is a bog deal. LOL

If you have a poorly designed engine that’s down 100hp from your competitors and double the inlet pressure, your now down 200hp or more. Triple the inlet pressure, your now down 300hp. This approach will get your ass kicked on the race track. Inefficiencies do not magically vanish with super charging. They compound.

I can guess there age, knowledge, and ability to have mom buy there turbos