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A PRELIMINARY mm MANIFOIJ) INVESTIGATION By Sydney Alvin Olsen ‘ A.THESIS Submitted to the School of Graduate Studies of Michigan State College of.Agricnlture andepplied Science in partial fulfillment of the requirements for the degree of MASTER OF SCIENCE Department of Mechanical Engineering 1951 TH [SIS , ACKNOWIEDGEMELNT The author wishes to express his sincere appreciation to Professor Gs W. Hobbs for his invaluable contributions to this investigation, and to Mr. Fredric J. Warrell for his assistance in many phases of the experimental work. 5359M) 3.. Introduction . . . . 0 Object . . . . . . . . Procedureo . . . . . . Observations . . . . . Conclusions- . . . . . Appendix . o . o o o . Experimental Data . Sample Calculations OF CONTENTS iMaJor'Equipment Specifications. . . iManifolding and.Distribution. . . . General Conditions 0 o o o c c o Ianifold Testing and Design. . 0 Bibliography. 0 o o o o o o o o o 0 44a 46a 47a 47a 52a 58a 1" miss. 1. 2. s. 4. 5. 6. 7. s. 9. 10. 11. TABLES AND FIGURES Performance Comparisons at 1600 rpm Test of Standard Intake Manifold Test of Standard Intake Manifold Test of Standard Intake Manifold Test of Standard Intakeifianifold Intake Manifold.#l Test Intake Manifold.#l Test Full Throttle Tests motoring Tests Road,Tests Road.Tests Figures 1. n a. 5. 4. 5. 6. 8. 9. Standard Intake Manifold Manifold Comparison Type I Dynamometer Installation Type I Road Installation Differential Pressures at Take-off Points - Idle Differential Pressures at Take-off Points - l/fi throttle Differential Pressures at Take-off Points - 1/2 throttle Differential Pressures at Take-off Points - 5/4 throttle Differential Pressures at Take-off Points - full throttle 10 4a 5a 6a 7a 8a 10. 11. 12. 13. 14. 15. 16. 17. 18. 19. 20. 21. 2$. 24. 25. Differential Pressures l/Z throttle Differential Pressures 1/2 throttle Differential Pressures vs. Engine Speed 3/4 throttle Differential Pressures full throttle Performance Curves Performance Curves Performance Curves Performance Curves manifoldNVacuwm Differential Pressures Differential Pressures 1/4 throttle Differential Pressures 1/2 throttle Differential Pressures 5/1 throttle Differential Pressures full throttle Differential Pressures 1/4 throttle Differential Pressures 1/2 throttle vs. Engine Speed vs. Engine Speed vs. Engine Speed 1/4 throttle 1/2 throttle 3/4 throttle full throttle at Take-off Points at Take-off Points at Take-off Points at Take-off Points at Take-off Points vs. Engine Speed - vs. Engine Speed - Idle 9a lla 12a 15a 16a 17a 18a 19a 25a 26a 27a 26. 27. 28. Differential Pressures vs. Engine Speed - 3/4 throttle Differential Pressures vs. Engine Speed - full throttle Performance Curves Performance Curves Performance Curves Performance Curves Manifold Vacuum Performance Curves 1/4 throttle - 1/2 throttle - 5/4 throttle full throttle - full throttle Volumetric Efficiency vs. RPM Road Economy - Old Engine Road Economy - New Engine INTRODUCTION The experimental work upon which this paper is based is, as the title indicates. merely of a preliminary nature. The investigation is concerned with the measuring of the pressure variations along the branches of the automotive intake manifold. An emperical approach was made to the prob- lem in an effort to discover the effect these pressure variances have upon engine performance. After considerable primary research, it was presupposed that the liquid fuel state present in the manifold will settle out of the fluid flow in the region of highest pressure. Should the high pressure points be removed, then the liquid ends would tend to stay in suspension and distribute them- selves to the cylinders more evenly. Ethyl Research Laboratories in Detroit have a clear plastic intake manifold on one of their experimental auto- motive engines. Upon observation of the mixture flow. it was noted that the liquid portions settled out at the bends in the branches and collected on the inner, or low pressure sections. Most of our modern in-line engines utilize siamese intake ports. Therefore, the liquid that settles out tends to enrichen either one or the other of the cylinders. promoting bad fuel distribution and engine roughness. The primary research that was mentioned, brought out the fact that manifolding and fuel distribution are one of the big problems in multicylinder engine design. Many tests have been devised to determine the extent of the poor distribution, and many hours spent in experimenting with manifold sizes, shapes. and with the bends in the branches. A summary of these findings from various books, Journals, and observations is included in the appendix as background material. As for the particular investigation that this paper is based upon. not much published material could be found as a foundation. All of the work included here is original as far as is known - speaking with reference to the pressure- variance angle of approach. The apparatus used was simple in design and limited in range, but it was extremely effective in pointing out the suspected results. It is felt that this is strictly a preliminary investigation. There is much more work to be done over a wider speed range and with greater variables. The very idea of having a three-phase fluid flow (air, vapor, liquid) existing in the manifold demands further investigations upon its be- havior at a multitude of conditions. The results herein are taken from Just two conditions. that is. using only two manifolds of different design. The first intake manifold was of a standard production design, unaltered in any fashion. Manifold Type I. as it is re- ferred to in the text, is a design as far radical from standard as could be accomodated on the engine. The test -5- engine, or engines, to be more correct as two were used. were of a standard six-cylinder, overhead-valve design in mass production today. The main experimenting engine was new and all dynamometer runs were made with it. The secondary engine was worn by 35,000 miles of normal pas- senger car use. It was used only as a check against the main one during one test phase to make sure that the results were not peculiar to one engine. as is often the case in automotive work. The engine type was not chosen for any particular reason of performance, but was used because its design is indicative of current trends. i.e.. over-head valves. and because it was convenient and simple to work With. -4- OBJECT The object of this experiment is to investigate the effect of pressure variances within the intake manifold upon automotive engine performance. -5- PROCEDURE Before any test runs were made, the new engine was completely disassembled, checked and measured, and carefully reassembled to the manufacturer's specifications. This was done because the engine had previously been used as a tear- down sample for the Automotive Engineering classes at Michigan State College. The standard intake manifold was drilled and tapped at predetermined positions to accomodate the pressure take- off lines used in the set-up. Figure 1 shows the manifold with plugs in the positions where the pressure taps were made. The nine separate points were connected to a common header through shut-off valves. The valves and single collector were used to simplify the hook-up to the inclined draft gauge used to measure the pressure differentials. In all cases the pressures along the manifold branches are recorded as differentials from a common point Just below the carburetor in the intake riser. The engine was run and pressure variances measured in a series of four steps - full, three-quarter, half. and one- quarter throttle settings. Turbulence of flow within the manifold disturbed the draft gauge above 2000 engine rpm. so this speed was established as the upper limit of the pressure tests. At the conclusion of the pressure-check runs, a standard full-throttle performance test was made on the engine as equipped with its original intake manifold. I THE -6- f‘ _ lv’v, \- 4F 32: 7.- ‘r ”7.14 '2'- Q - U 0 ’ a ' . ,. . w . .- ... . J. 5...... ‘ 5": it"s C . ' . \(W-M \— \, xV'WM'\W—\_ —\.M"\'v\.v\, ‘° \{WM W’V‘M \~ Figure 1. Standard Intake Manifold mx‘. \ \l-\\_/_\—\_ \A'~ -V-_ ‘\7—\_”\~ \~ xWIVJy WWVE V‘VMMW \~\~A\ Figure 2. Manifold Comparison -8- There was no particular basis for the design of the Type I intake manifold. It was conceived merely as a design that would, it was believed, most nearly smooth out the pressure variances that were found along the branches of the standard type. A picture of the two manifolds is shown in Figure 2. Figure 3 illustrates the Type I without a heat riser Jacket, pressure tapped in positions similar to the original, and in position on the test engine. The new design manifold was constructed of 1.375 inch, 16 gauge seamless steel tubing with welded joints in the first sample, brazed in the final version. Test runs were made on this manifold as before, with one exception. Before the full-throttle performance test was made, a new Type I manifold was constructed, including this time a heat riser. The heat riser was incorporated to improve fuel vaporization, the incompletion of which was evidenced in experimenting with the cold version. Volumetric efficiency and friction horsepower tests of the engine as equipped with each of the manifolds completed the first phase of the investigation. Comparative road tests were next made, using both test engines mounted in the same standard chassis. These road tests were con- cerned with acceleration, economy, and overall performance of the automobile. Figure 4 shows the new manifold in- stalled in road operating condition. , .4 , T , ’ ~ .. - .r, _,._ p- a 1 .J 43.3919!- inf“... . -..:‘Z D. O .2] -'°‘:P"‘" =-—- \-_\ ..-‘_,-\ _ ,—_._\ ;-. ’Wp~. \~,\ M MV\VW Figure 3. Type I Dynamometer Installation -10- \d~v\~ 'Nrw‘fvv \fi—‘wwyv-W Figure 4. Type I Road Installation ~»\_ ,z-WWWM -1],- OBSERVATIONS The data sheets and curves plotted from the test results are all included in the appendix. Figures 5 through 18 are concerned with the initial pressure tests of the standard manifold, as are Tables 2 through 5. Figures 19 through 32 and Tables 6 and 7 are for the pressure tests of the Type I manifold. Tables 8 through 11 and Figures 33 through :56 are combined results of the remainder of the runs. Figures 5 through 9 are plots of the differential pressures in the standard intake manifold from idle to wide-open throttle settings. The pressures are plotted vs. the take-off point number for each rpm. The points are connected not as an indication of the pressure existing between the\ take-off ports, but merely to illustrate the wide variances found. It can be seen that the higher the engine rpm at any one throttle setting, the greater are the pressure variances; and as the throttle opening is increased, the pressure differentials rise with a slight increase in variances. At 1/4 throttle, the pressures vary a maximum of 2.33 inches of water at 1660 rpm, and a minimum of .8 inches at 920 rpm. The 1/2 throttle maximum is 3.43 inches at 2170 rpm, with the minimum of 1.00 inches at 940 rpm; 5/4 throttle maxim 5.43 inches at 1940 rpm, minimum 1.13 inches at 1080 rpm; and the full throttle maximum is 5.7 inches at ‘ #4::- .. -F-~ ...... n- ...-N‘— .- 2090 rpm, with the minimum .95 inches at 940 rpm. Figures 10 through 13 are plots of the differential pressures at a point vs. the engine speed at the separate throttle Openings. In all cases the differential pressure mac, or the absolute pressure dropped, as the rpm increased, but in no definite or determinable manner. The point dif- ferentials varied from .5 to 2.05 inches of water at 1/4 throttle, to from 1.25 to 4.0 inches at full throttle. The pressure-check runs of the Type I manifold were seriously limited in speed range. Above 1700 rpm the mani- fold flow was too turbulent to record accurately with the draft gauge. Under 1100 rpm the engine was too rough running to gather accurate results because the manifold was unheated, inhibiting poor fuel vaporization. At all throttle openings the curves of differential pressures vs. the take-off points were displaced upwards and flattened out by using the smooth curved manifold -- Figures 20 through 23. Maximum and minimum pressure variances at the throttle openings are noted as follows: 1/4 throttle, _ maximum .9 inches of water at 1620 rpm, minimum .6 inches at 1180; 1/2 throttle, .85 at 1180 rpm, .6 at 1590; 5/4 throttle. 1.0 at 1515 rpm, .6 at 1690; full throttle, 1.5 at 1700 rpm, .8 at 1270. Figures 24 through 27 illustrate the fact that in the new manifold the individual point differential pressures rose sharply with engine speed and in a more predictable -13- manner than was the case before. The point differentials varied uniformly with speed, averaging about 2.0 inches of water at all throttle settings. Both manifold types were tested for bhp, torque, and specific fuel consumption at the separate throttle settings. Table 1 is a comparison of these part throttle runs, giving bhp, ft-lb of torque, the fuel consumption in 1b/bhp-hr, and the manifold vacuum in “Hg, all at 1600 rpm. Standard Type I :3 throttle 1/4 i/z 3/4 full 1/4 1/2 3/4 full bhp 22 42.5 48 52 26 42 50 52.5 torque 72 159 158 1'70 86 159 163 172 _a-f.e. .595 .505 .491 .522 .565 .55 415__._5_25__. vacuum 12.1 2.9 .9 .5 11.3 2.4 .65 .4 Table 1 - Performance Comparisons at 1600 rpm In spite of the fact that the Type I manifold was operating in the strictly unheated version, it equaled or bettered the standard manifold in practically every phase of performance while operating on a lesser vacuum. Thea fuel consumption, however, was not as good because of the poor vaporization. The second.manifold that was made up along the pressure- relief line included a heat riser Jacket. Upon comparing the full throttle performance records of the new and standard types, it was found that the new type was far superior in all phases. especially at high speeds. The one place where .,_. ~14- the Type I was inferior was in the 600-1100 rpm range -- referring to Figure 55. This can be accounted for by the fact that since the riser of the new manifold is set out farther from the block, there is less chance for the exhaust gases to cross the narrow communicating passageway into the Jacket at low speeds. This absence of proper heat reduces efficient fuel vaporization which affects horsepower and torque as well as fuel consumption. The motoring tests of the engine as equipped with the two different manifolds are recorded in Table 9 and plotted in Figures 35 and 54. Relieving the pressure variances showed a marked increase in volumetric efficiency with a resulting slight improvement toward lessening the friction horsepower. The final testing was done on the road, simulating average driving conditions. During this phase of the investigation the two different engines were used in the same standard chassis. The manifolds were checked for their affect on acceleration from O - 60 mph through gears and on the fuel consumption at various speeds. In all cases, without exception, the Type I was superior in both accelera- tion and delivery of economical operation. The resulting data is recorded in Tables 10 and 11, and the comparisons plotted in Figures 35 and 56. It was also noted that the engine, when equipped with the new manifold, was easier starting than usual and showed excellent overall performance, “Ft-ll -15.. regardless of speed or operating conditions. Unfortunately, through lack of time and proper equip- ment, no tests were made on the Operating air-fuel ratios of the individual cylinders. However, after careful notation of spark-plug and valve deposit coloring, and observing the experimental data, it is hard to believe that there is any serious maldistribution of the fuel mixture. If anything, there was a slight improvement over the standard set-up. This is merely a supposition, however, and not to be mis- construed as fact. -16.. CONCLUSIONS Any conclusions that can be drawn from.the experimental work presented herein must be tempered by the fact that it was all done on one type and.make of automotive engine. It was brought out that there are wide, unpredictable pressure variances existent in this one particular standard intake manifold type. The variances are great along any one branch and differ between branches. They increase with speed and result in a highly turbulent mixture flow above 2000 rpm. By fold on 1. 2. 3. 4. 5. 6. 7. 8. accommodating a radical, smoothpcurved-branch.mani- this engine, several factors were brought out: magnitude of the pressure variances decreased. Differential pressures increased with engine speed but in a.more predictable manner. Absolute pressures were lower -- curves displaced upwards. Turbulence of flow was evidenced at a lower speed -- 1700 rpm. Part throttle performance improvements in all speed ranges. marked brake horsepower and torque improvements at full throttle, especially in the high speed range. .A gain was made in specific fuel consumption at full throttle. Improved volumetric efficiency with a slight decrease of friction-horsepower. 9. Astonishing improvement in road economy and performance. 10. Apparent good fuel mixture distribution to all cylinders. It appears that a balanced riser, as used on the Type I manifold, is an aid to proper distribution. The two out-board branches are extremely long as compared to the center one but the equiangular take-offs from the riser seem to counteract the ill-effects of the different lengths. It is possible that distribution could be further improved by using flat-bottmmed channels -- increasing the surface area for fuel vaporization -- instead of the round ones that were used. This preliminary investigation presented the realization that there lies in the field of pressure analysis a possible insight to improved intake manifold design for the automo- tive engine. The results set forth here are not conclusive because of their short range limitations and application to one engine. However, the way has been pointed out for further investigations over a wider speed range with greater variables, and with several different engine types. It is entirely feasible, as has been stated before, that pressure analysis could be the design key. APPENDIX -18,- EHERIMENTAI. DATA HUT-232 ‘28-- Sheet NO. Table 2 MECHANICAL ENGINEERING LABORATORY MICHIGAN STATE COLLEGE RunningLouof "Feat 11f Standard Tntake Tfanif‘old c C‘ " Room Temp- 7501? 0m{ MW“ ‘7» " " nu._l2_22_“-“~ . 19 Lil Ieam Differential pressure from pt .E “ch pt. 6 load '1: mzwnrmmw_1b.. 1.12.2.1__5.. -41” 5. v-4” ._;1Lw 8.-M19..1“hg-_ 1 Idle. . . . . 2 570 2 0 ,2.72 .2.4 2.8 2.77 .2.52 2.7 .2.5 2.85 2.78 . 19.5 3 . 4. 1/4 throttle . . _ . . 5 1580 ”58 . .90 1.95 5.18 .1.85 2.15 1.90 .5.25 2.4 1.50 12.5 6 1400 _45 .58 .1.50 2.15 .1.0 1.88 .1.18 2.05 1.57 .85 V 10.2 7 :2 .52.5 .52 _1.27. 1.50 _ .82 1.25 .85 1.50 1.55 .55 8.8 8 1050 .57 .50 1.02, 1.55 ; .55 ,1.0 .57 1.5 1.1 .50 7.4 9 920 ”50 . .40 .87, 1.20 . .80 .82 .55 1.18 1.0 .45 5.2 10 . 11 1/2 throttle . . . 12 2170 ”55 _1.72 .4.2 .5.0 .5.0 5.0 .2.5 .4.95 .5.87 .1.57 . 4.7 13 1840 .75 1.5 5.5 4.45 ,2.45 2.5 1.85 ,4.1 .5.25 .1.2 5.0 14 1550 78 ‘1.08 .5.05 4.0 ,2.05 _2.05 .1.18 .5.25 .2.9 .1.1 2.5 15 1400 “78 g .55 ,1.85 ,2.5 ,1.15 ,1.5: .98 ,2.5 1.78 g .48 u 2.1 16 1130 ,80.5 g .48 1.57 1.3 .81 ‘1.20 , .58 .1.72 1.50 , .45 _ 1. 17 940 ”70.5 . .27 . .85 .1.25 . .50 . .72 4 .45 .1.1 , .95 . .25 1.1 18 19 20 21 22 23 24 H . , . .12522211:. 221222 ,4112 2,1 2:5_11____ __ Remarks: HUT-232 “'58." Sheet No. Table 3 MECHANICAL ENGINEERING LABORATORY MICHIGAN STATE COLLEGE RunningLogof rfeat of Standard Intake. Llanifold 0mm"{ { Date , 19 _ . Beam Differential pressure from pt.E "520 pt . 0 Load ' 1‘) 1_EE_1 11, 1:._2. 1._1_22.442_5._ 4. _215. ,m_5. 2__7._2__5._‘2_.9. rmhfig. 1 5/4 throttle . . . 2, 1940, 85 , 1.1 . 5.57 4.15 2.2: 2.75, 1.35, 4.22, 5.15 .1.02 , 1.2 3_ 1700, 87.5, .92 5.05_ 5.95 1.78, 2.1 . 1.55 5.55. 2.75 . .88 1.0 4, 1410, 87 , .28 1.75_ 2.25 1.02 1.47 .88_ 2.15, 1.55 . .25 .7 5 1190, 85 , .28_ 1.27 1.72 .75, 1.28 .55, 1.52 1.2 ., .25 , .5 6 1080, 85 , .17 .95 1.28 .49. .98 .42, 1.08 .75 . .15 .4 7. . E5 full throttle , _ . . . S) 2090, 95 1.5 4.4 5.0 , 2.8 5.98. 2.28, 4.95. 5.7 .1.4 .9 NJ 1300, 94 , .99, 5.48 4.55, 2.51, 2.85 1.88, 4.1 _ 5.15 ,1.12 .7 11 1520, 95 , .45 2.75, 5.75_ 1.8 , 2.45, 1.5 , 5.5 _ 1.98 .55 .5 12 1570, 95.5 .55, 1.7 , 2.5 , 1.1:, 1.78 .93, 2.27_ 1.5 .50 .4 n3 1140, 95 , .28, 1.51 1.82 .78, 1.5 , .55 1.52 1.25 .28 .5 14 940, 92 , .05 .58, 1.0 . .44 , .99, .55 .87 _ .59 .05 .1 15, 16 17 18 19 20. 21 22 23 24 _125=::222.222:2.8.:21 2:: 21 -2 T. :2,:12:.21222:: :24: 22 2_~4m Remarks: Above 2000 rpm the flow was to turbulent to record accurately. .III“ ‘14.“! 11V: nrxiu‘l Nu "I 14.: 1 Jl . ~L \ . ‘ ' L It .p.LL‘.I -4a- 4 5,6 take-off p01nt Figure 5 I .— .....H a... Plan-...»..(v. Cr... . FTC HTML - ..L: £4.5uLU U -ua.- .OIJOS ..OO tun-(n— 0 01‘ I‘D—flflit g 3 gin-D )I 6 5 S t n .1 0 D f f O . A. C k a t '2; U III . if 1‘! Ill-Iv all-III. . III! III VII“ :1 II I AIIRIGAN PAD C PAPER 00.. HOLVOKI. 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[I I .5 .4 100 rnm 3&5u;c UV -UUG— O 8 l 160 140 120 100 80 .004“: .HKO>JOI ..00 KfltJOI ..8 IUE<¢ O 0(a- Z<0=uHI< -388.‘ Sheet No. Table 9 MECHANICAL ENGINEERING LABORATORY MICHIGAN STATE COLLEGE RunningLocof I-Iotoring Test: Standard and Type I lianifolds Observen{ .1951— Corrected Actual Ideal Air beam .Air VOlumetric 6 flow load flow Efficiency 75. R1711 ...lb/hr. 15 ___._9512 _ lb/hr. __,_____ . 141-11-. 1 Standard Lanifold 2 2:0 .25 10.1 .47 58.6.42.7 :3 650 _ 128 12.2 1.55 160.5 79.8 4 970 218 15.5 2.61 247.5 55.5 51420 . 52 16.1 4.62 562.5 88.5 6.1840 407 19.1 7.1 469 . 87 72195 485 21.5 9.4 560 56.6 82510 , 555 , 25.5 11.82 640 85.5 9 . 10 Type I lianifold . 11. 250 40 9.9 .4C 58.6 65.5 12. 615 156 . 11 1.57 157 86... 13, 990 227 15.5 2.66 252.5 59.9 141400 516 15.5 4.55 557 33.5 151790 400 .13 6.51 456 87.6 162200 ”4133 20.7 9.2 561 .87 17.2500 542 22. 11.55658 85 18. 19 20 21. 22 23. 24. .. -2117- 14_I -___ 1_ w; 4: 4 —— C 4 11 Rbnuwku ‘7 Figure 54 -59a- .348 .5850: ..00 5.3.. d of. 2125-? 358.570 3'; a," '1’. 100 rum. MLIT-232 -4oa- Sheet N0. Table 1.0 MECHANICAL ENGINEERING LABORATORY MICHIGAN STATE COLLEGE Standard andrTy pe I 1ani: olEs Olsen: S.A- Olsen: H.G. Obmm{ 191‘1‘911 - 1?ny Date 5‘24 .19 fl. Car Speed Fuel 6 time Fuel miles Acceleration _ ._1;231_-_15ecnu cc gallon_time_ sec. _11LL_1 1, Mt ndard :Mnifold 2 0- 60 . _ . . 19.65 3 50 120.79 160 25.75 4 45 “75.09 160 22.15 5 60 49.58 160 19.4 7 Type I Manifold. I . 8 0-60 . . .15.55 9 50 1123.35.160 25.5 10 45 .,85.5 160 24.65 11 60 “59.5 .160 25.55 12 13 14 15 16 17 18 19 20 21 22 28 24 .E:Zfi=:=::=2»4:4444:44242 C_1_ -24 _11 :14 Remarks: sine U '3 .05-d Economv SO I. 1 1’1 [VII blIJIuIIuIIlcllIII‘II114ltll .t '24 Std 16 14 70”" V CH L) 50 30 l 10 NUT-232 '423- Sheet No. Table 11 MECHANICAL ENGINEERING LABORATORY MICHIGAN STATE COLLEGE Running Log of Ho: 6‘: "Seats 1:61; Engine Standard and Type I Innifolds ‘ Olsen. 8. A. . 0mm ”-sferrell, ”—7 { 4‘21 9 bl . J. Car Fuel 6Speed time Fuel 111.21.63.53. Acceleration {"1ng ____5;Iec. ___cc. g:cllon___ ___ time-580. _1_ __ # 1 4_ ,7 1 Standard -..8nifold . 2 0-60 . . . 18.6 :3 20 143.5I 160 19.5 4 50 .110.9. 160 . 21.8 5 40 . 82.5 160 _ 21.65 6 50 62.8. 160 20.6. 7 60 49.8 160 19.6 8 70 ,_57 , 160 17.0_ 9 10 Type I Kcnifold . . 11 0-60 ' . I I1608 12 20 162 . 160 _ 21.5 13 50 .120 160 25.6 L1 40 , 86.7_ 160 22.75 15 50 .65 , 160 _ 21.5. 16 60 ~55 160 20.9. 17 70 ..57.4. 160 _ 17.2 18 19 20. 21 22 23 24 112:1:1:;._ __11-1:1.1111 1;: _ 1:1- 1: .1 11111 Figure 36 -45a- nfine V—l TI v I ‘- e“- ‘ . I .. conomy. 7‘ *0 .-~.o:=.d “I ..I. .. ‘ILI€.J II III; cl.|l1. III-Illa!!- ..I‘..I."JIJ.II I III¥,I IIOIOI ma 0 ha. . ... 9w MPG III I. ..IIIIIIu.IIuIn ..lftlcl.¢l.1lv IIIII.1.IIIIC.II 1111...: ew Std d.‘ W— 18 16 IIIII..1I4I.I.K.,.I. ....II.OI.II ...JI.‘ .6 12 10 70”“ CO ... 1 “TN? 40 -50. -44a- SAMPLE CALCULATIONS Dynamomet er Test Given: 216.5 cu in, 6 cyl, OHV, automotive engine driving beam load I 95 lb IIlotoring beam load I 21 1b dynamometer constant I 3000 brake arm.I 21 in room.temperature I 75° F atmospheric pressure I 29.4 "Hg fuel time I 51 sec for 510 cc fuel constant s .001628 lb/cc measured air consumption 3 440 lb/hr'@ 60° F and 14.7 psi actual rpm I 2000 standard dry air density I .0764 1b/cf negligible vapor pressure BHP = 33 a 95 z 2099 . 62 HP 5000 5000 Torque 8 WR I 93 x.1.75 3 162.8 ft-lb m=wl=21x2099=14nr 5000 5000 Fuel 1b/hrI 319G g x 5609 3e 9 x .0916g8 lb I 55.7 lb/hr 51 sec 1 hr Correction factor I 29.92 '5 5 = 1.097 29.4 460 Corrected BHP I 1.097 x.62 = 68 HP Corrected T I 1.097 x.162.8 I 178.5 ft-lb 1b fuel I 55.7 I 0525.22 bhp-hr 62 bhp-hr -45a- Theoretical air consmmption I mt mt I 216,5 cu in x.2000 reg x.60 min x 1 of x .0764 lb 2 rev min hr 1728 cu in o = 575 1b mt hr Volumetric efficiency 3 me x 109% = 440 x.1oq% I 76.3% mt 5 5 Road Test Given: actual car speed I 60 mph fuel time I 49.58 sec for 160 cc .mpg I 60 mileg x 1 hr x 49.38 sec x 5799 co = 19.45 miles hr 5600sec 160 cc gal [gal -46a- MAJOR EQUIPMENT SPECIFICATIONS Engine -- 1949 Chevrolet Serial Number -- GAA 81241 Six cylinder -- overhead valves Bore and stroke - 3 1/2 x 3 5/4 in Displacement -- 216.5 cu in Compression ratio -- 6.5 to 1 Engine -- 1948 Chevrolet Serial Number -- FAA 270706 Six cylinder -- overhead valves Bore and stroke -- 5 1/2 x.3 5/4 in Displacement -- 216.5 cu in Compression ratio -- 6.5 to 1 Dynamometer -- General Electric Serial Number -- 1504076 Range -- 100 HP absorbed @ 1050 to 3500 rpm -47a- MANIFOLDIHG AND DISTRIBUTION General Conditions Before any intelligent investigation can be made of the automotive intake manifold, it is necessary to be concerned with some of the general conditions of the mani- folding and distribution problem. The problem does exist in endeavoring to achieve equality of fuel distribution to all cylinders of the engine. That is to say that the gasoline vapor, air, and liquid fuel phases present in the manifold do not divide themselves equally among all of the cylinders. The function of the carburetor is basioly to meter the fuel to the supply air that is drawn into the engine. The sole purpose of the manifold is to distribute the mdxture of fuel and air without too many losses from friction, bends, or the like. It is necessary for the manifold to accomplish its function with a high enough flow velocity to hold the liquid fuel in suspension. It is also necessary to add enough.heat to the mixture to obtain good fuel va- porization, yet maintain high volumetric efficiency; There is a definite point to reach here, depending upon whether the engine is intended for good economy of operation or for high power output. The air-fuel ratios used today vary anywhere from 8 to 20 parts of air to one part of fuel, by weight. In the average automobile engine, maximum.power is obtained -48a- with an air-fuel ratio in the vicinity of 15 to 1, and maximum.economy at wide open throttle is reached with a ratio near 14 to 1. With the engine operating at part throttle, economy is obtained with.ApF relationships varying from.l5 to 18 to 1, depending, of course, on the actual engine speed. Naturally the engine speed and load requirements design the mixture necessities. In order for any engine to develop its maximum power, speaking of full-throttle operation, it is necessary for all cylinders to operate at optimum.air-fuel settings simultaneously. It is not too difficult to visualize that if some of the cylinders are operating lean and some rich it is impossible for the engine to develop high power. Bad distribution characteristics of the manifold brings about the necessity of supplying the engine with.an overall rich.mixture to insure most of the cylinders getting near the correct power mixture. An engine can operate more readily on the rich, or power side, of the air-fuel ratio settings. Of course, engine smoothness has to be considered so as to not get too rich a mixture that will choke up the already rich cylinders and induce misfiring and overall roughness. Tests have shown that the Operating air-fuel ratios control the general knock susceptibility of the en- gine also. From.this alone the spark requirements for the different cylinders in some engines may vary as much as 15 degrees between them. The distributor setting has to -49a- be retarded so that the cylinder most likely to knock will not do so, but the one difficulty is that some fuels knock on richer or leaner mixtures than others. Unfortunately, no one has yet developed a carburetor that will perfectly vaporize the fuel. The mixture of vapor, air, and liquid particles may be homogeneous at some locations in the manifold, and if the homogeneity could be maintained most of the distribution problems would be solved. A perfectly vaporized liquid, or use of a gaseous fuel, would greatly aid the solution. However, in the actual condition, bends in the manifold branch and the mixture inertia throw off the balance between the various components of the flow. Some cylinders and up rich, some lean, depending upon the manifold conditions. A lot of effort has been directed towards improving the distribution through addition of heat to the mixture. It was once thought that the hotter the manifold and carburetor air the better would be distribu- tion. Recent tests, however, have proven that this is not necessarily so in all cases. In any event, if the mixture temperature is raised, torque and power drop off. This heating will increase the volume and reduce the weight of fuel available for combustion. The volumetric efficiency will drop off about 1% per 10° F temperature rise at constant spark advance, and the drop is larger if the spark is retarded to avoid ping in any cylinder. Because of its adverse affect on the volumetric efficiency, Just enough -50a- heat is used to make the engine operation commercial. One solution to the problem of proper manifolding and distribution would not necessarily fit for all conditions of speed, load, and mixture ratios. The need is to maintain homogeneity throughout all operating ranges, and distribute the mixture equally to all cylinders. The shape of the intake manifold branches must be so designed as to avoid any segregation of the liquid particles from.the vapor and air. In fact, it is desirable to have a design that through one means or another will remix any particles that have separated out of the flow; Attempts have been made at manifold designs vdth.emperically developed smooth curved bends to avoid this segregation. In most cases, however, the liquid fuel still deposits on the inner radius of the bend. Almost all of today's in-line engines utilize Siamese intake ports; therefore, the inner cylinder usually ends up the richer of the two. Sometimes though, the air velocity will twist the liquid particles over to the outer radius and they will enrichen the outer cylinder. Ethyl Corporation has set up an engine with a clear plastic intake manifold and has observed the phenomenon to be true at various loads and engine speeds. It is not too difficult to see that this one factor alone would be hard to control or correct. It was once thought that the outer cylinder was always the richer one, for the simple reason that the very inertia of the liquid particles themselves would force them.to the -51a- outside on a bend. However, the various parts of the mixture are traveling down the manifold branches at unequal speeds. The velocity varies from.a maximum.at the center of the tube to zero at the walls. At the bend, centrifugal force pushes the center portion of the mass to the outside and by this the slow moving sections are forced to the inner circle. The liquid particles can separate themselves from.a slow moving section more easily, so they drop out on the inside and usually run into the inner cylinder. Some manifolds, such as the rake type, utilize sharp corners as a condusive toward creating a turbulence to hold the heavier liquid particles in suspension in the flow, or to remix any of those that may have separated along the way. It almost goes without adding, that the size of the manifold section determines the velocity of the mixture flowing through it. Common practice holds that the minimum velocity tolerable is about 15 feet per second. Along with a host of other items, even the firing order of the engine affets the fuel distribution. Siamesed cy- linders should fire at equal intervals so as to tend toward equal fuel distribution between the two of them. Any cylinder following a longer time interval between inductions, naturally receives the richer mixture because of a greater build up. Firing order and bends often combine their effects to make one particular cylinder excessively rich. This is especially true in an in-line six cylinder engine. In an -52a- eight cylinder engine it is not difficult to arrange the firing order so as to counter the bend effects on distribution. It goes without saying that a balanced carburetor is necessary before any accurate conclusions can be drawn con- cerning the problem.of fuel manifolding and distribution. Even some slight eccentricity of the air cleaner can manifest itself into an unbalanced condition in manifold branch distribution. All of the factors mentioned here affect this difficult problem.of distribution, and.many factors have not yet been segregated as sucht No way has yet been devised to insure a good manifold design. Much thouglt and work with emperical testing has gone toward achieving good operation, but the concrete evidence of fact has yet to come forth with a sure-fire method for intake manifold design. manifold.Testing and.Design Automotive intake manifolds are tested.mainly on a basis of power and torque as compared to another manifold. They are always tested.this way and many proponents of the method say that it is the most important. This author doubts that stand and holds that economy is Just as important as any power or torque output, if not more so. In these days of rapidly rising costs it seems that the engineers should cease pushing power and take up the challenge of striving for greater economy of operation in the automobile engine. But regardless of the goal sought, the big shortcoming of ~55a- any test is not knowing what is going on inside the mani- fold and this is necessary to any intelligent conclusions. Equality of distribution between all cylinders of the engine is the prime considerate. At the present time there are two main.methods used to measure this equality, or inequality, of distribution - exhaust gas analysis and spark plug temperature measurements. Both.methods are dependable, but the first mentioned is the more rapid. An exhaust gas analysis depends on a definite relation- ship between the products of combustion and.the mixture conditions prior to combustion. A chart made up by'At D‘Aleva and'w. G. Lovell and published in the March, 1956 issue of the SAE Journal, illustrates one such relationship. most commercial fuels in use today correspond closely to the 03317 hydrocarbon used.in this example, and.the chart can be taken to be indicative in general to all. However, as the hydrogen-carbon relation varies, so do the products of combustion. Naturally'any'method of testing would not be accurate without a hydrogen-carbon test of the fuel used being made first. It is a tedious process to take an Orsat analysis of the combustion process from.aach.cylinder over a speed range. There has been develOped an automatic Orsat sampler which will give 002 and 002 plus 0 quantities in 2 15 to 50 seconds. This new equipment will also handle leaner mixtures than some other instruments on the market W111. -54a- Several automatic analyzers indicate the air-fuel ratio as the gases pass through.themt They generally make use of chart relationships such as mentioned before, and measure one or more constituents of the gas. One of the more dependable instruments of this type makes use of the Wheatstone bridge. One leg of the bridge is exposed to the exhaust gases and the other to water-saturated air. Both. of the elements are heated to 200° F initially and through this the percentage of CO and H2 in the gases are measured by their property of heat conductivity. CO has 1.6 and H2 has 4 times the heat conductivity of air. As a concentration of these gases increases around the exhaust leg it is cooled. This cooling lowers the resistance in the bridge leg, causing more current to flow, which is measured on a connected gal- vanmmeter which reads directly in air-fuel ratios. Unfortun- ately this convenient apparatus operates only below 14.7 to 1 ratios -- the theoretical point of complete combustion. lMost engines Operate at part throttle on a ratio from.l4 to 18 to 1, and the analyzers have proven to be of no good use for a road-load analysis. The spark plug temperature measurement method of dis- tribution determinations:makes a fuel-temperature fishphook for each cylinder. The maximum.temperature point of each fish-hook will occur at approximately the same air-fuel ratio, and.the plugs have a thermocouple at one terminal point to measure this temperature. The relative order in -55a- which the maximum.temperature is reached in each cylinder as the total fuel delivery to the engine is changed shows the relative distribution to each cylinder at any given fuel rate. One disadvantage is that the method is slow. Four or five points must be taken with different fuel deliveries for each speed and throttle position. IManifolds have to be checked on the road for acceleration and top speed, as well as on the dynamometer. Distribution checks and cold start tests are essential in both phases. The final internal shape of a manifold can be determined emperically by the long and tedious process of testing models of different sizes and shapes. One company has devised a less expensive method for this practice. They split the manifold section and then build up or change the interior by cutting away the metal, or adding to it with wax or solder. The addition of heat is essential to bring the intake manifold up to operating temperature after starting a cold engine. The most common.method of heating is to use a hot spot between the intake and exhaust manifold. Hot exhaust gases are directed around the intake riser by a control valve. The valve is operated by the temperature of the :manifold or the velocity of the exhaust gases. It has been found.that the optimum full throttle operating temperature of the fuel mixture is between 100 and 120° F. For this reason the present hot spot arrangement has not proven too satisfactorily. There is always too much heat when not -56a- wanted, and not enough when it is needed. The ideal situation would be to have just enough.heat supplied to the manifold to heat up the liquid ends of the fuel -- yet leave the vapor reasonably cool. In this manner the volu- metric efficiency could be kept up to a high level, and the overall cool intake mixture can add to both.power and economy by the utilization of a higher compression ratio. One motor company considered the problem of the fuel vapor condensing out of the stream instead of remaining as a gas. It has been stated before that condensate formation is a direct function of the manifold internal surface area, and that the velocity influences its movement, especially at bends. It has been suggested that the manifold be de- signed with a single division zone as close to the carburetor as possible. In this way there is a minimum of condensate to distribute, and any which.is formed has to go to the cylinder for which it is intended, there is no choice once the flow is started. The proposal is to have the shortest possible length of manifold branch.to each cylinder, this :minhmizes the area and tends to a reduction in the quantity of condensate. With the shortest lengths, higher flow ‘velocities are desirable. The Hudson sixhcylinder engine has an intake manifold of this type. In all cases the port tareas are modified to compensate for the different lengths. Gradually increasing the velocities from the distribution zone to valve has proven slightly beneficial, but the treat- -57a- ment of the port adjacent to the seat has the major effect upon the gas flow; By designing the port in an approach to a true venturi, the best effect is accomplished, but this is difficult to attain. One final factor to remember is that valve timing and.the manifold areas must be matched to take full advantage of the ramming effect which results from.the pulsations in the intake system. In any event one thing seems certain, namely, that a good deal more research is necessary on induction systems. Not along the well-trodden path, which is already amply charted, but in the direction of uniflowing the current in a practicable manner and cutting out the wasteful effects of, as yet, comparatively uncontrolled charge column vibrations and rebounds, and generally bad.mixture distribu- tion. BIBLIOGRAPHY B. H. Jennings and E. F. Obert. Internal Combustion E ines, lst ed., Scranton: International Textbook 00., 1944 P. M. Heldt. High SM Combustion Engineg, 14th ed., Nyack: P. M. Heldt, 1948 Lionel S. Marks. Mechanical Engineerg' Handbook, 4th ed., New York and London: McGraw-Hill Book Co. Inc., 1947 Louis, Mantell. "Induction Manifolding", Automobile Engineer, Vol. 50, No. 599, (1940), pp 205 - 208 A. J. Blackwood, C. B. Kass, and O. G. Lewis. "Multicylinder Engine Detonationand Mixture Distribution", _S_A_E_ Journal, Vol. 44 - 45 (Jan. - Dec.. 1959), p 126 F. S. Baster. "Why Not 125 BIDIP in an L-Head Truck Engine", §_A_E_ Journal, Vol. 44 - 45 (Jan. - Dec., 1959), pp 72 - 75 E. Bartholomew, H. Chalk, and B. Brewster, "Carburetion, Manifolding, and Fuel antiknock Value“, §_A_E_ Journal, Vol. 42, No. 4 (April, 1958), p 141 ' ' R. W. Donahue and R. H. Kent. "Mixture Distribution in a Modern Multicylinder Engine", SAE Annual Meeting, New York, Jan. 9, 1950 Chrysler Institute of Engineering. "Manifolding of the Otto Engine I and II”, Graduate School Lecture Notes 12.. C. Lichty. Internal Combustign Engines, 5th ed., New York: McGraw-Hill Book Co. Inc., 1959 E. F. Obert. Internal Combustign Engineg, 2nd ed., Scranton: International Textbook 00., 1950 U... N O F. S u M m R il-|o'.‘.- . o “‘1. tll'l I]. ....{0 . u v v . v-.. a I on} ..v 7 1‘3" ' . 9 . Ill .|.. I of 1'3! . \ I!“