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It was this long, convoluted path that caused much of the problem but that was hard to avoid with a V-12 engine unless you used either fuel injection in the cylinders or 3 carbuertors per cylinder bank like the Hispano-Suiza
The taper in the main pipe is to try to adjust pressure in the pipe as it goes forward. You want equal pressure in each branch and a straight pipe won't give you that.
from what I have read, repeat read, what you say is true most of the time. It might very well be true for the Merlin.The cylinders closest to the carbs should be rich while the cylinders furthest will be leaner. It's a difficult balancing act to tune the carbs to the engine, especially when anticipating the engine's demand under specific loads.
The only way to balance the air-fuel needs for each cylinder, would be direct fuel injection - otherwise there will always be a disparity in fuel delivery.
The cylinders closest to the carbs should be rich while the cylinders furthest will be leaner. It's a difficult balancing act to tune the carbs to the engine, especially when anticipating the engine's demand under specific loads.
The only way to balance the air-fuel needs for each cylinder, would be direct fuel injection - otherwise there will always be a disparity in fuel delivery.
Oh my! That upper photo brings back a blast from the past. My first car was a '67 Tempest with that engine. Did you experience any lubrication problems with the OHC?I had Pontiac OHC six for short period of time with a 4-barrel quadrajet.
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The Chrysler V-8s were attempting to do something else.
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As the engine runs and valves open and close you get pressure pulses traveling up and down the intake tract. On a 2 barrel carb on a V-8 engine they tend to blend together.
One the Chryslers (and there were sometimes two different manifolds) distance from the carb openings to the valve meant that the pulses were coming down the runner hitting the open valve to shove a bit more air and fuel into the engine.
I could be wrong (memory not working) but it has to do with the distance and the speed of sound in feet per minute and the rpm of the engine.
The long RAMS like the picture were set up for torque lower in the rpm band, I believe there was a short RAM set up that maximized high rpm but lost some of the torque?
As can be seen you can need around 30 inches of intake to get the effect down into the torque range of the engine. Shorter distances at going to be used up around 6,000rpm.
Works in motorcycles at high rpm and is the principle behind velocity stacks.
Water is incompressible (in most real world situations) and air is compressible.plumbers add a "tee" and short extension past the last tap to avoid "water hammer" when war is suddenly turned off. The short extension past the last carb is preventing "air hammer" at the last carb
Merlin won't work with turbine - for either turbo supercharger or power recovery.
Why not?