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RE: Heat crazed mad scientist
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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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