New member - Aircraft engine EFI

[Bruce]

----- Original Message -----
From: "Bernd Felsche" <bernie at innovative.iinet.net.au>
To: <diy_efi at diy-efi.org>
Sent: Monday, November 26, 2001 9:48 PM
Subject: Re: New member - Aircraft engine EFI


> Bruce tapped away at the keyboard with:
> > From: "Bernd Felsche" <bernie at innovative.iinet.net.au>
> > > Bruce tapped away at the keyboard with:
> > > > From: "Jeremy Harris" <Jeremy at UKPilots.net>
> > > > > My reasoning for EFI has more to do with weight
> > > > > and freedom from icing than fuelling accuracy.
> > > > Given the right conditions EFI can Ice up like a carbbie.
> > > > Many throttle bodies include an coolant transfer port to prevent
this.
>
> > > Yep. Happens at near-freezing temperatures with high moisture
> > > content in the air. Fortunately, he's got an air-cooled engine to
> > > use for pre-heating the air.
>
> > Shame to have to heat the whole intake tract using that method.
> > Mabe circulate some engine, reduction gear box, oil thru the throttle
> > bodies.
>
> I'm not sure all that much oil cooling takes place in a BMW engine.
> Porsche engines have been oil-cooled since about the 911.
>
> You don't have to take all the inlet air from the cooling air exit.
> You mix just enough to read a temperature of about 25 degrees C
> which is "ideal" for vapourization anyway.
>
> One could go to a junk yard and get a preheat thermostat with
> control flap from a watercooled VW's airbox and hook them up to the
> manifold side of the throttle valve for vacuum. The thermostat is
> set to open the flap control below 30 degrees C, fully open at about
> 18 degrees C. It's extra mass on an aircraft (though probably less
> than 250g for the components, but perhaps double that again for
> ducting and housing), which is why I didn't mention it before.

KISS sure falls apart with your strategy.
Where does the 25dC ideal vaporization number come from?
Bruce

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