Quote:
Originally Posted by severach
I tried fuel heat and took it off. While it might have worked as a standalone mod my other mods were already way ahead. Highway mileage went down and city mileage went up. Knock was crazy. The average was the same. After I watched fuel heat fail to improve mileage I came up with reasons why fuel heating is generally ineffective and undesirable.
1. There is 15x the mass of air as there is fuel which means that heating the air will be approximately 15x more effective than heating the fuel. The fuel system has been tested with 140*F air temps and less which is attainable with a WAI/HAI. The higher the temperature of the air fuel the more likely it will knock. Got gauge?
2. The only free and easily obtainable fuel temperature is 200*F from the water. The fuel system has not been tested with 200*F fuel. Proper handling of fuel at such temperatures might require a temperature sensor for the fuel, ECM reprogramming, better injectors, and intake redesign. A properly designed system would vary the fuel temperature according to the engine demands. A heater we make is lucky to do anything good under any condition.
3. Heat accelerates deformation of o-rings. Viton o-rings are used on the manifold end of the injector because they resist heat deformation so well but other o-ring materials do not. At 200*F o-rings not normally in heated areas will deform and leak. At 200*F the chemicals in the gasoline will get more aggressive. Fuel is heated by the intake valve which is cooled by the fuel. All your gains will be lost by leaking and parts replacement. I hope you didn't think that heating the fuel was fire and forget.
Many mods only work because they upset the balance of the system and the system isn't balanced. If the system is badly balanced by the factory then there could be some value in putting in something that is questionable. If something is broken, fix it. That's why it might work for your "f this forum" Stealth but noone else.
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Excellent post;
What is especially significant is the part about the relative mass of the air versus the fuel, a testament to Warm Air Induction, since the heat content of the air represents about 93% of the total heat content of the air and fuel inducted into the engine.
Most, if not all, EFI systems are supply and return types, with a lot of fuel moving through the system. Think gallons per minute.
The fuel passing through the proposed heater design would only have fractions of a second of time to absorb the heat from the cooling system. The same fuel also absorbs heat from the engine compartment anyway.
I have measured tank temperatures with a lazer digital thermometer while doing some testing and watched tank temps go from 80 to 95 degrees in a very short period of time.
That being said, I can guarantee you the idea is valid. A patent itself does not guarantee validity, it only states the idea is novel and original, even though it probably is not.
You can bet the farm at freezing temperatures your engine will run more efficiently if the fuel and air are above 100 degrees when they are mixed prior to combustion, especially compared to the same fuel and air at freezing temperatures. In fact in the old carburator days, the difference was driveability versus stalling hesitation and serious unburned hydrocarbons out the tailpipe.
If you have an old carbed engine with the manifold heat (thermostatically controlled with a bimetallic spring), just disable the WAI an see what happens.
Its easy to check this system, just place your hand on the air filter housing. If the WAI is working the housing will be almost too hot to keep your hand on it for long,
While fuel injection made the necessity of preheating the air no longer essential, the fact remains that atomization of the fuel will always be better when both fuel and air are at higher temperatures.
How high?
Hard question to answer precisely because there is no real way to make a blank statement that applies to every car regardless of the differences. Extreemely high fuel temperatures are definitely dangerous. Think high pressure vapors in an almost empty tank, plastic tanks that are not designed for high temperatures. Removing the fuel cap and having a blast of hot fuel vapor in your face. Overwhelming the vapor recovery system, due to hot fuel.
I don't see that as an issue with heat transfer from the cooling system. I aslo don't see the heat transfer making a big difference in the fuel temperature.
I do see a system that preheats the fuel and air as a real benefit in extreemely cold conditions.
Any FI system, and for that fact any car designed to be used in the US will have the ability to operate properly in expected temperature extreemes of -40 to 140 degrees farenheit. Properly designed systems will have some reserve capacity, so lets assume the vehicle would still operate at temperatures of -60 to 150 farenheit.
Beyond that you are playing with fire, and no one can predict the consequences or every potential scenario as far as what could happen, or the effect on longevity of your car.
regards
gary