The World’s Smallest Petrol Engine

Compliments from racers, Ted & Nancy James Originally posted by The Register, June 19, 2003 SCIENTISTS have allegedly built the smallest petrol engine, tiny enough to power a WATCH. The mini-motor, which runs for two years on a single squirt of lighter fuel, is set to revolutionize world technology. It produces 700 times more energy than a conventional battery despite being less than a centimeter long (Not even half an inch!). It could be used to operate laptops and mobile phones for months doing away with the need for recharging. Experts believe it could be phasing out batteries in such items within just six years. The engine, minute enough to be balanced on a fingertip, has been produced by engineers at the University of Birmingham. Dr Kyle Jiang, lead investigator from the Department of Mechanical Engineering, said: “We are looking at an industrial revolution happening in peoples’ pockets. The breakthrough is an enormous step forward. Devices which need re-charging or new batteries are a problem but in six years will be a thing of the past.”  Other applications for the engine could include medical and military uses, such as running heart pacemakers or mini reconnaissance robots. At present, charging an ordinary battery to deliver one unit of energy involves putting 2,000 units into it. The little engine, because energy is produced locally, is far more effective.  One of the main problems faced by engineers who have tried to produce micro motors in the past has been the levels of heat produced. The engines got so hot they burned themselves out and could not be re-used. The Birmingham team overcame...

Use right flow valve get better steering feel

By Archie Bosman Kennesaw, GA: Electric steering in mass-produced road cars is now widespread. It is a little like ethanol in our fuel: you’ll be hard pressed to find an enthusiast who favors it yet we are stuck with it. But actually we aren’t. Hydraulic power steering systems that provide superior feel are still readily available to the racer. However, it is not widely known that steering pumps can be tuned for more feel or alternatively for more assistance. Optimizing feel to the racer’s steering is a bewildering task for most of us. But it has been accomplished by introducing a range of replaceable flow control valves to the hydraulic steering pump. The flow control valves, nine in number, perform a function similar to that of jets in a carburetor. In varying their flow from 4 to 12 liters per minute, approximately one to three gallons, the largest orifice provides maximum steering assistance while the smallest provides maximum steering feel. How it works Though the standard KRC pump flows 8 liters per minute, by using flow control valves with larger orifices, those marked B, C, D, or E, the flow rate can be increased to 12 liters per minute (3.17gals) in one-liter increments. The higher letter indicates greater hydraulic assistance, although less feel. In contrast, flow valves marked with numbers 4, 5, 6, and 7 provide less assistance; the lower the number, the greater the feel but the less assistance. Momentary loss of power or “pump catch” So how do you achieve optimum steering feel? According to KRC’s Ken Roper you reduce the size of flow valve orifice until you...
Inventiveness of the 650, 750 & 850cfm Blow-through Mighty Demon carburetors

Inventiveness of the 650, 750 & 850cfm Blow-through Mighty Demon carburetors

If there are six centrifugal supercharger manufacturers each supplying 15 to 20 kits per week and as many turbocharger makers doing similarly, you could conclude conservatively they are producing around 750 kits per month. If you further assume that many of the buyers of those kits might be persuaded to invest $650 in a premium carburetor and avoid the high cost of converting to fuel injection—not to mention their apprehensiveness for laptop tuning—the number grows. For these cherished disciples Demon re-introduced three new Blow-through models.  By Fergus Ogilvy Dawsonville, GA: For turbocharged and centrifugal supercharged applications using a bonnet, Demon has now offers three Mighty Demon Blow-through carburetors. Operating with up to 18psi of boost they are available in 650, 750, and 850cfm. To increase the vacuum signal to the carburetor under boost and to enrich the calibration, they are equipped with annular boost venturii, large screw-in power-valve channel restrictors in the metering blocks, and 0.130in needle-and-seat valves in the fuel bowls. The bowls also contain non-collapsible solid nitrophyl floats, unlike their brass counterparts. Air bleeds are appropriately sized. These new calibrations are said to hold a flat fuel curve. Even at higher rpm the main circuits sustain constant BSFC (Brake Specific Fuel Consumption) values and air-fuel ratios. The idle circuits, which often carry the responsibility for part-throttle cruising, demonstrate fine non-boosted drivability. On the bottom side of the base plate, machined, right-angle channels are visible. These introduce a source of boost pressure to four machined grooves on the throttle shafts. This innovation seals the shafts and prevents pressure escaping from the carburetor. For security, screw-in vacuum fittings replace...

Jon Kaase, one of four top engine builders to field first Q&A Session at PRI Show.

By Archie Bosman Plan to attend this lively Q&A Session where four top engine builders covering the circle track, sprint car, dirt late model and drag racing segments will field questions from an audience of attendees. Scheduled for 8:00 – 9:00 a.m., Friday, December 13, 2013, at the Indiana Convention Center, Meeting Room 231-232 panelists include Keith Dorton (Automotive Specialists); Jon Kaase (Jon Kaase Racing Engines); Vic Hill (Vic Hill Race Engines); and Ron Shaver (Shaver Racing Engines). Theater-style seating for 200 will be available for this rare event and topics will cover “how to run a successful race engine business”, “tips of the trade”, and more. More importantly, questions can be submitted prior to the event via social media and email – look for news from the staff at PRI magazine. Kaase’s Background Jon Kaase earned a degree in mechanical engineering, created race engines that won a dozen Pro Stock championships, succeeded in winning the Engine Masters Challenge four times, and has presided over the company that bears his name for almost 34 years. Kaase, 60, started competing in drag racing while still at high school. He moved to Atlanta, Georgia at the beginning of 1977 to work for Dyno Don Nicholson and by year end celebrated the move by claiming the NHRA Pro Stock title. In November 1979 in Norcross, Georgia, he formed his own company, Jon Kaase Racing Engines. Later in 1998 he designed a purpose-built shop and moved his business to Winder, Georgia, from where the company operates today. Around 2007, the firm expanded its operations into the hot rod market when they introduced the...

Twin Street Demons and Lamar Walden’s New 409

Written by Moore Good Ink In the dyno room, Lamar Walden’s first production road-going 409 fitted with twin 625 Street Demon carburetors revved with enthusiasm to 6,293rpm and generated 602.4 peak horsepower and 602lbs-ft torque at 4,600rpm. For some, the emergence of the new Street Demon and the re-emergence of a new 409 have been the biggest hot rodding news of 2012. Earlier in a comparison test, twin Edelbrock AVS carburetors had generated a commendable 553hp @ 5,800rpm and 575lbs-ft torque @ 4,470rpm. Why had the Street Demons triumphed by 49hp and 27lbs-ft of torque? “I imagine,” said Lamar, “its supremacy lies in the size of its secondary throttles.” Unlike any conventional 4-barrel layout, the Street Demon is a three-barrel carburetor inhibited by few restrictions—the secondary throttle bore is one big opening. Read the full story compliments of Drag Racer...
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