so in my limited spare time i decided to throw some numbers at what im suggesting. i never really liked thermo but i do appreciate its usefulness
without getting to numbers intensive i found again what i saw earlier 1100 watts of heat isnt much for vaporizing/ cracking the mass flow requirements i need for this engine.
1100 watts would provide latent heat of vaporization energy adequately if the air and fuel were already near exhaust temps. but that is a harder to design setup, i think im switching my approach.
i am following a few simple ideas and hopefully they will guide me to what im looking for.
1 use a good "stock" carburetor: a proper sized and jetted carb dumps in a good ratio of fuel and air up to a certain cfm. this means based on the throttle position i have a certain amount of air and a certain amount of liquid being atomized. nothing but the engine demand and adjusted settings effect this. once the electric choke is open a little bit more throttle translates to more fuel and air. very simple
2 do not restrict intake size: for my specific engine im going with the cross sectional area of a 4" pipe to ensure i dont repeat the main reason my geet didnt work. paul pantone told me dual 3/4"
(with a rod resticting most of that) hoses would feed a 460
3 make intake vapors rise: what i had been looking at before is a spacer with a heating coil. i dont like this idea anymore since it doesnt ensure everything that has been atomized gets vaporized. allowing unvaporized/cracked oil to get into the cylinder will cause smoke and it doesnt have the correct octane properties to resist detonation. there has to be a rise with a hot bottom. anything that doesnt vaporize or smoke will collect in the bottom. with exhaust heating the right areas it can reduce the intake "pooling" . as oil is exposed to intense heat, its smoke point begins to drop(if it doesnt smoke right away), any contaminants in the oil reduce its smoke point, and any other hydrocarbons with lower vaporization temps reduce the thicker oils vaporization temp and smoke point.
4 i calculated what it takes for 500 cfm (about what my mild build 460 needs. it has a torque cam, stops any real power around 4500-5000 rpm) i have driven it and seen yes it doesnt pull hard past 4500, and based on what ive seen 500 cfm max is a good estimate. i broke it down into idle, 1/2 throttle, and max throttle. and based on the specific heat of air, and a few various hydrocarbons i can say based on my math enough energy is available in the exhaust to heat 500 cfm of air and atomized hydrocarbons from 100 to 700 degrees F with energy left over. for this engine in stock form 180 kw of exhaust heat is going straight out the tailpipe at WOT. and only around 113kw is needed to get the air and fuel up to 700 deg f and vaporized at WOT.
so im going to build an exhaust heat exchanger instead of electrical heat X. i have a body lift for next to nothing and it will give me just enough room to run 4" pipe from the carb to the exhaust area then back to the intake with a 2-3ft rise, plenty of flow, and plenty of heat. its basically a scaled up version of what ive seen marcello build. parts are coming in the mail and the next pictures i post i figured i should throw this out there so who ever reads can see what im doing now as opposed to what i said earlier.
as the engine sits now:
new radiator, 4 row
good q jet, definitely a little lean, not pig rich and crisp throttle response
good HEI distributor 12 base 34 all in
getting a different set of plugs, more like the ones the 460 carbed engines run, along with custom length plug wire kit that i will thermally wrap and protect.
got lots of new parts coming, last few parts before the entire driveline has everything serviced/replaced, and im about to get into a GIANT mess of wiring. i want it clean and professional. also body lift and body bushings replaced then i can route this large pipe for my hot vapor carb multifuel experiment.
take care, i have to study electromagnetic vector calculus so i may not be back online for a few days