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OUPower.com • View topic - For the benefit of the Group

For the benefit of the Group

This forum is for discussing anything related to electrolysis and electrolyzer designs.

Postby kumaran » Mon Mar 03, 2008 4:21 am

Regards,
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Postby readyakira » Mon Mar 03, 2008 4:30 pm

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For the benefit of the Group

Postby weggl » Mon Mar 03, 2008 5:55 pm

WARREN EGGLETON
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Postby readyakira » Mon Mar 03, 2008 10:07 pm

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Postby kumaran » Mon Mar 03, 2008 10:25 pm

Regards,
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Postby redriderno22 » Tue Mar 04, 2008 9:09 am

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Postby morehp » Tue Mar 04, 2008 1:58 pm

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Postby kevinsatterfield » Tue Mar 04, 2008 9:56 pm

Great post moreHP ,

Another thing that wuld be useful is if there wuld be a comparison of exhaust temerature to temperature inside the combustion chamber.Wuld there be a way to know the temperature inside the combustion when looking atthe exhaust temperature?It takes around 1300 degree c to start make'n stuff we dont want.Just wandering if you know an acceptable exhaust temp to go by.
Great post BTW..... 8)
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Postby kumaran » Wed Mar 05, 2008 12:03 am

Regards,
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Postby AlaskaStar » Wed Mar 05, 2008 5:36 am

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Postby AlaskaStar » Wed Mar 05, 2008 5:51 am

"Do we exist, or are we just an existence?"
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Postby kevinsatterfield » Wed Mar 05, 2008 8:11 am

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Postby readyakira » Wed Mar 05, 2008 6:19 pm

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Postby kevinsatterfield » Wed Mar 05, 2008 10:50 pm

on some the MAF sensor controls the pulse width of the fuel injecters from the + signal of the MAF.A pot on that signal will adjust the pulse width down so far it kills the engine.The negative signal from the MAF on some send signals to the ignition module and other things.You can trace the wires down from a repair manual.
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Postby AlaskaStar » Thu Mar 06, 2008 3:19 am

The point of my overly technical post was to PACIFY THE COMPUTER, make the computer THINK that everything is totally OK. Then you can modify or replace the signal from a sensor or replace the sensor with something that causes the computer to respond in kind to what YOU desire, keeping within the program specs, and yet the computer hasn't a clue that the data inputs are 100% out of whack with the reality of the situation.

In some ways Carburetor is great, but in recent years (30 years) the jets are no longer 100% adjustable, and the carburetors that were adjustable are hard to find. You can adjust the Idle Air Bleed on most these days (30 year span) but the main jet is inaccessible, and not adjustable. My 1942 Ford has a 4 cylinder with a Marvel Schebler Updraft Carburetor. I can idle the engine with ONLY the Idle air bleed, but close the main jet 100% and if I take the engine off idle, the engine stalls immediately. It's my way of knowing when the rust buildup requires another cleaning. (this carb is CAST IRON!!) as to keep the engine running, I REMOVE the main jet completely (unscrews all the way out!) and put the jet in my pocket, and the engine now runs proper, and will finish the workload required for several hours of operation. I have even gone to the extent of using a pipe cleaner down the main jet WHILE the engine is RUNNING, and when it belches loads of black smoke at WOT, I put the jet back in, and adjust it down, and I am good to go for another 10 days.

But updraft carburetors are a thing of the past.

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