Carb icing.
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Carb icing.
Academic interest only, guys. Nothing turned up on a search.
I understand the principles surrounding carb icing in aero engines, but what stops it happening in cars?
Is it the physical design of the carb, or atmospheric phenomena under the bonnet?
Cheers.
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Me, sweat? I'm that cool, it's condensation.
I understand the principles surrounding carb icing in aero engines, but what stops it happening in cars?
Is it the physical design of the carb, or atmospheric phenomena under the bonnet?
Cheers.
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Me, sweat? I'm that cool, it's condensation.
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There are a couple of theories on why the engine in engine in the Mini is positioned like it is. One of them is that the Carb suffered ising when it was sat out the front just behind the grille.
This let to the classic mini "whine" the engine was turned round at a late stage of design, and so an idler gear was inserted to that you didn't have 4 reverse gears and 1 forward.
This let to the classic mini "whine" the engine was turned round at a late stage of design, and so an idler gear was inserted to that you didn't have 4 reverse gears and 1 forward.
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I gave a talk a year or two ago to a branch of the IIE (Institute of Incorporated Engineers) where I mentioned carb icing. The question and answer session turned into a rather interesting talk about the subject. Several Engineers there claimed to have come across the problem on both car and motorcycle engines.
G
G
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Matelot,
Some years ago I brought my Mitsubishi back from the far East when I came back home. It had no hot air device for the air filter box as was apparently normal for that market. It used to suffer from carb icing in cold humid conditions and would run rough or cut out, even at cruising speed but more usually in town where small throttle openings were more likely. At such times, if you took the top off the air filter there was quite a lot of ice inside the venturi. Waiting for a couple of minutes for engine heat to reach the carb would melt the ice and all would be well.
Some years ago I brought my Mitsubishi back from the far East when I came back home. It had no hot air device for the air filter box as was apparently normal for that market. It used to suffer from carb icing in cold humid conditions and would run rough or cut out, even at cruising speed but more usually in town where small throttle openings were more likely. At such times, if you took the top off the air filter there was quite a lot of ice inside the venturi. Waiting for a couple of minutes for engine heat to reach the carb would melt the ice and all would be well.
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Thanks for the replies, peeps - still surprising though that on some newer trainer types we still need to faff around with carb heat, when the auto industry appears to mostly have it solved.
Still, half the fun is levers, switches and knobs. It's the control, you know! Man over machine.
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Me, sweat? I'm that cool, it's condensation.
Still, half the fun is levers, switches and knobs. It's the control, you know! Man over machine.
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Me, sweat? I'm that cool, it's condensation.
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Motor vehicle carbs can be very much affected by icing. Still have fond memories of having to keep stopping and thawing out my ancient VW Jetta on motorway runs whenever the ambient dropped below about 5 degrees.
VW's solution was to have 2 air intakes, one at the front of the car, one around the exhaust manifold. Selection was controlled automatically by a flap / temperature sensor in the intake system. If this failed in winter, you very quickly knew about it.
No worries these days, my intake air comes via a luverly big supercharger & engine management system - it'd be just the job for all those flying school 152s.
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Looks like I picked the wrong week to quit pruning.
VW's solution was to have 2 air intakes, one at the front of the car, one around the exhaust manifold. Selection was controlled automatically by a flap / temperature sensor in the intake system. If this failed in winter, you very quickly knew about it.
No worries these days, my intake air comes via a luverly big supercharger & engine management system - it'd be just the job for all those flying school 152s.
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Looks like I picked the wrong week to quit pruning.
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Interestingly, the certified engine world seems a bit behind the uncertified engine world.
I flew a SkyArrow last year with a certified Rotax 912 engine - the carb heat was little different to, say, a C150.
On the other hand, look at the engine on a Pegasus Quantum 912 - same engine on a top of the range flexwing, and although carb heating is there, it doesn't involve the pilot at-all. A heating element using coolant is wrapped around the air intake - no carb icing and no loss of power.
G
I flew a SkyArrow last year with a certified Rotax 912 engine - the carb heat was little different to, say, a C150.
On the other hand, look at the engine on a Pegasus Quantum 912 - same engine on a top of the range flexwing, and although carb heating is there, it doesn't involve the pilot at-all. A heating element using coolant is wrapped around the air intake - no carb icing and no loss of power.
G
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Genghis,
There is usually some slight loss of power with a heated intake of any sort, due to reduced charge density. On the other hand, a heated manifold may give better economy due to better fuel vapourisation.
Just nit-picking!
One other thing to remember about many light aircraft carb heat systems is that the filter is bypassed when it is operated.
There is usually some slight loss of power with a heated intake of any sort, due to reduced charge density. On the other hand, a heated manifold may give better economy due to better fuel vapourisation.
Just nit-picking!
One other thing to remember about many light aircraft carb heat systems is that the filter is bypassed when it is operated.
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<font face="Verdana, Arial, Helvetica" size="2">One other thing to remember about many light aircraft carb heat systems is that the filter is bypassed when it is operated</font>
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Kawasaki with Carb Ice problems was the GTR1000/ZX10 (same engine).They got round the problem by warming the carb up with exhaust heat by a simple mod that also reduced the BHP by quite a bit, didn't understand why at the time (I had a GTR 1000)
but when I sold the bike to get my PPL all was revealed!.
By the way, as an LUFC fan, can anyone tell me if a UK 'airline' flies direct into La Coruna in Northern Spain?.
Dont fancy flying down to Biarritz and turning right to La Coruna at 110kts!(and I certainly wont be routing 'direct' over Biscay with one engine).
Always wondered where Deportivo La Coruna were based, now I know I wish I didnt!.
[This message has been edited by barbox (edited 16 March 2001).]
but when I sold the bike to get my PPL all was revealed!.
By the way, as an LUFC fan, can anyone tell me if a UK 'airline' flies direct into La Coruna in Northern Spain?.
Dont fancy flying down to Biarritz and turning right to La Coruna at 110kts!(and I certainly wont be routing 'direct' over Biscay with one engine).
Always wondered where Deportivo La Coruna were based, now I know I wish I didnt!.
[This message has been edited by barbox (edited 16 March 2001).]
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Further to pdubs point, which is quite correct and had the side effect of putting the distributor in the way of a lot of cold water. In spite of this icing was still a problem in Minis as late as the 70's . The solution was to adjust the air intake by loosening the filter case mounting nut and rotating it until the air intake tube was over the exhaust manifold.
Other cars of similar age, my personal memory is of a Peugeot 104ZS, (where are you now ANB 736T)had manual sliders to alter the mix of ambient and warmed by the exhaust air to the intake. In later versions automatic devices controlled by a wax capsule carried out the function.
Presumably fuel injection and electronic engine management put this in the same category as the starting handle.
Now drive a diesel
[This message has been edited by Airbanda (edited 16 March 2001).]
Other cars of similar age, my personal memory is of a Peugeot 104ZS, (where are you now ANB 736T)had manual sliders to alter the mix of ambient and warmed by the exhaust air to the intake. In later versions automatic devices controlled by a wax capsule carried out the function.
Presumably fuel injection and electronic engine management put this in the same category as the starting handle.
Now drive a diesel
[This message has been edited by Airbanda (edited 16 March 2001).]
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Ah but the distributer at the front was an easy fix, pop down the doctors ask for a latex glove, cut the very tips of the fingers and thumb off, then place over distributer cap with wires poking throuh fingers. Ahhh modern technology.
Now drive an Impreza Turbo, 300bhp and no chance of carb ice
Now drive an Impreza Turbo, 300bhp and no chance of carb ice
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Near the end of WW2 the US Navy was losing a lot of patrol aircraft that were powered by R2800 P&Ws. Some of the losses were attributed to loss of power at low altitudes and it was blamed on carb ice. The Holly Corporation came up with a new design that used a variable venturi much like the operating principle of an SU carburetor. They put them on the R2800s and the loss rate went up. It seems that these carburetors would make ice faster than your refrigerator freezer. These carbs went into the bin and were replaced by a newer design Bendix Stromberg PD type carb and the problem went away.
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The Cat
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The Cat