I think the answer to the last question regarding cats is Yes!
To oxidise any residual HC (despite the excess air, HC seem to rise with increasing lamba ?)
Could anyone quantify the excess air levels at the idle end of the "continuum" discussed above and also identify a method to arrive at a suitable fuelling stratey. The advice mentioned earlier was best torque for the timing avilable (for timing). I guessing that if on adopted the same strategy...
In the car world adding the air is the hard part. Maybe in an industrial engine you can readily add the extra air but it's not so straight forward for an automobile.
I made a search on lean burn and I found this, you might recognize the author, thanks to franzh...
Ouch!! If a lambda of 1.5 -1.7 is what it takes to gain control of the combustion then this is not a viable option for me. I plan to maintain or improve the full load power, not cut it ~33%!!. Of course the Subaru head is likely to offer considerably differing susceptibility to detonation...
Hmm!
Do the above comments apply to high pressure turbo gaseous engines? Are you guys saying that correct fuelling strategy would be Stoic at low load, leaning at high load using excess air as the det inhibitor?? Does anyone have any experience that this works (with a boost say 1-1.4 barg)...
Franz
When you say you leaned the AFR on boost do you mean less rich but still rich (Lambda<1) or do you mean properly weak lambda >1!!. To the petrol turbo guys rich high boost fuelling is a mantra. I've seen a guy pull an EVO off an rolling road test because it was running Lambda 0.9 on...
In th euk lpg is less than half the price of premium unleaded... its a no brainer. I can actually enjoy driving the car without worrying about fuel costs. Plus I want to solve the engineering issues, that's why I'm an engineer!
Ok , I thought my questions were reasonably generic but if the exact spec of my car is of interest or necessary here we go:
Subaru WRX MY MY2004
• standard 2.0 litre engine and TD04 turbo. I don't yet know exact compressor or turbine spec, and in any case the turbo can be treated as a...
Hello from the UK
I have I several questions that I would appreciate some help with. The context for all these questions is my personal car which has a turbo charged 2 litre 4 cylinder 16 valve petrol engine. The engine has done 65k miles, of which 45k are subsequent to an LPG conversion...
