design flaw : F20A 's air intake gets useless heat from radiator*coolant
* via thermostat is [i] steel-piped next to & heat is transferred into
rocker cover's breather hose http://www.autozone.com/images/cds/g...3d800cf9d1.gif , this heated air is then sucked through PCV valve & into intake manifold.chamber [ii] rubber-hosed into bottom of throttle body http://www.autozone.com/images/cds/g...3d800cf4a6.gif , & heat flows into the air passing throttle. Both designs make air intake & cylinder head unduly hot www.circletrack.com/techarticles/1822/ : whenever intake manifold heats up ( esp in long trips ), torque drops & warm-starts are difficult , both because hot air cannot expand much when heated. Ideal temperature of air to receive injectors' spray of petrol is just 40°C = 104°F ( www.turborick.com/gsxr1127/gasoline.html para 10.2[7] ). Intake manifold where injectors spray petrol ( near cylinder head ) & chamber already get heat from manifold's contact with cylinder head, EAC & Fast Idle valves ( both heated by * ), certainly do not need more heat. If designer wanted manifold to heat up fast, then throttle body must have a thermostat to stop * inflow when throttle is heated to 40°C. These 2 designs make steep hill climbing slow & weak ; * & air intake will both be @ their hottest, & torque will be lowest ( ironically, when torque is needed most ). After I disabled these 2 designs, in 28°C air, [i] chamber, manifold & cylinder head are cooler, benefits are many e.g. 1 can use ( cheaper ) mineral oil & lower viscosity [ii] torque ( 5% > before ) does not drop after * heats up [iii] warm-starts are easier. |
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