Home » Public Forums » GMCnet » [GMCnet] Jim Bounds interesting recent posts
| Re: [GMCnet] Jim Bounds interesting recent posts [message #325925 is a reply to message #325924] |
Fri, 10 November 2017 13:15   |
emerystora
Messages: 4442
Registered: January 2004
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I chuckle when I hear about water wetters. Do you know what is in them or are you acting on blind faith on their advertising or on what you read on the label?
They contain glycols which should not do any harm to your engine but will do nothing good more than a well formulated antifreeze solution will.
Emery Stora
77 Kingsley
Frederick, CO
> On Nov 10, 2017, at 11:40 AM, Sammy Williams wrote:
>
> I'd imagine both of the "Jims" have well engineered EFI systems that will
> work for us in a GMC. (Yes I know I don't have one yet. Shhhh. lol) :)
> Holley also has a bolt on EFI as does others. The OP makes a lot of sense.
> Carburetors and today's "gas" are NOT meant for each other. Make sure your
> engine
> bay has a way to stay cool, make sure you have the proper thermostat in
> your engine to help with cooling. Use a "water-wetter" it will help with
> keeping the engine cooler.
> A hot engine is never good. A proper EFI with todays fuel and a proper
> operating cooling system will help engines to stay alive longer.
>
> Sammy
> GMCless (shhh! lol) :D
>
>> On Fri, Nov 10, 2017 at 11:50 AM, Matt Colie wrote:
>>
>> I did read JimB's blog, and there is a little I disagree with but there is
>> also very little hard information there.
>>
>> As an auto-lab rat from the early 70's (on and off), I can tell you for a
>> fact that at lot of both Jim's and your premise is correct, but some is not.
>>
>>
>> Since the early 70's (at Chrysler Proving Grounds) is has been a stated
>> fact that the carburetors we all know are not a vaporizing or gasifying
>> device. In actual fact, the industry has referred to them as "solid fuel"
>> carburetors for years. While the droplet size does matter for emissions
>> (back when a carburetor could even meet those standards), there was a
>> running game (with a large number of really strange plays) between large and
>> small. Small droplets cold burn faster and the larger more slowly. Not
>> too different than gun powder grain size. Which you wanted depended on just
>> what you were trying to accomplish at that moment. The capability to
>> maintain a stoichiometric over a wide band did not arrive until the EGO
>> sensors
>> got reliable. Even then, the "closed loop" carburetors were not that good
>> at much of anything.
>>
>> Other running issue is: What is gasoline?
>> Even before "reformulating" this was an open question. When we were
>> getting non-indolene test fuels, we always got a report with the
>> carbon/hydrogen
>> ratio. even if this number was in target, we still could only use
>> indolene (a specific chemical hydrocarbon that can be used as motor fuel)
>> because
>> it was the only thing stable enough to give stable emissions values.
>>
>> So, the fact that reformulated motorfuel may have a stoich number that is
>> other than 14.68 is just not an issue. From an SI engine's point of view,
>> there is little change over a significantly wide range. Again, this is
>> just one of the problems that new engine controls manage. Just about all of
>> the engines that have a EGO per bank and a modern ECU, are actually doing
>> a cylinder by cylinder mixture control. This has to happen for current
>> standards. It was not desired in the mid-70s cat cars, because they
>> counted on the rich/lean pulses to keep the cat lit and still provide
>> enough O2
>> for the desired reactions to complete.
>>
>> Then there is the issue that not all the cylinders see the same mixture
>> (the end cylinders often get lean) with any central fuel feed system. The
>> initial charge pressure (present in the cylinder when the intake valve
>> closes) has a lot to do with what is going to happen when the fire gets
>> started. No, all the cylinders of an engine are never the same and less
>> than a wide open manifold only exacerbates that issue by steering the charge
>> mixture in different directions.
>>
>> We live east of the Mississippi and rarely encounter altitudes above
>> 6KMSL, but the coach rolled over the Big Horn on the way to Yellowstone and
>> the
>> coach did not complain. We even had to go around a couple of little
>> four-wheels that could not keep speed up at 9200MSL (according to my GPS).
>> They
>> were all too new to be open loop. And, we still did our regular 9.2 for
>> that journey.
>>
>> So, before you get all fired up to change to a tack-on "fuel injection",
>> decide if it is something you really want to do.
>>
>> As Dick Paterson has been known to say, most carburetor problems start
>> with the ignition. I am not fond of HEI, but it can be serviceable, you
>> just
>> have to be sure you have the spares along. But, you should carry ignition
>> spares in any case.
>>
>> Matt - I'll get down off the milk crate now, I have some passcar work to
>> do today still.
>>
>>
>> --
>> Matt & Mary Colie - '73 Glacier 23 - Members GMCMI, GMCGL, GMCES
>> Electronically Controlled Quiet Engine Cooling Fan
>> OE Rear Drum Brakes with Applied Control Arms
>> SE Michigan - Twixt A2 and Detroit
>>
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