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http://www.roversd1.nl/sd1web/carburation.html
he carburettor. One of the most importants parts on your engine. (Unless you've got injection). Ok Americans might call it a carburetor.....but hey we are talking about a British car here!!...so no arguing please carburettor it is, although the V-8 engine is (was) a tiny bit American. It may sound simple, mixing air and fuel. But reality is a bit more complicated than theory. So let's have a closer look at this little device.
Spelling
Carburettor, carburettors; also spelled carburetor in American English. A carburettor is part of an engine, usually in a car, in which air and petrol are mixed together. From Collins Cobuild English Dictionary
Fuel/Air ratio
The purpose of the carburettor is to mix air and fuel, but what ratio should be used? A lot of air and little fuel? or vice versa? Well theoretically for 1 kg of petrol about 14.6 kg of air has to be be burned. So very roughly the fuel/air ratio is theoretically 1:14,6. When you supply more air the ratio gets higher than 1:14,6 i.e. a leaner mixture, there still will be some free oxygen left in the exhaust gases. If you supply more fuel than air the ratio gets below 1:14 i.e. a richer mixture,there will be no free oxygen left but some fuel will leave the engine unused. For optimum economy we want the engine to burn a mixture as lean as possible. For the best power the ratio has to be richer to make sure all the available oxygen gets burned. The optimum mixture range for poweris therefore different from the economy range, as you can see in the diagram. For the best power the ratio has to be 1:10 to 1 :14 for optimum economy it has to be 1:16 to 1:19. The standard setup from the factory mostly tends to go towards the fuel consumption optimum rather than power. Emission control systems on modern cars with catalysators and a labda sonde are trying to achieve a labda=1 situation. This means the injection or carburations system tries to keep the mixture at a ratio of about 14:1 At that point the catalysator works at its best...But not the engine as you can see. There is some power to be gained....or fuel consumption could be better...Defenitely not a win/win situation but a compromise. Fortunately european SD1's were never equipped with catalysator systems, they were however in America. So the task for a carburettor is to mix fuel and air with a near constant ratio. Because we want don't want to travel at one single speed only, the amount of fuel and air fed to the engine also varies a lot. From idle to full speed. The carburettor has to maintain a near constant fuel/air ratio over the entire rpm range of the engine....defenitely not a simple task. Right from the start engineers have been fiddling and tweaking around with various systems to mix air and fuel under different loads and engine speeds. Basically there are two types of carburettors. Static carburettors Constant vacuum carburettors
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http://www.roversd1.nl/sd1web/carburation.html
automatically comes into operation and in conjunction with the small primary choke allows a sufficient volume of fuel-air mixture to enter the engine. At low speeds the pressure is often not low enough to get enough fuel out of the jet, certainly not if there is an emulsion tube. Therefore the carburettor is also equipped with a by-pas which mixes air and fuel in a circuit parallel to the main venturi, the idling system. Under acceleration there is extra power needed. To get the mixture into the optimum power range additional fuel is added by means of an acceleration pump. And finally a Choke is incorporated into the carburettor body. The choke valve is being closed when the engine is cold. This causes a great pressure drop over the valve. As a result the pressure at the venturi is very low and the mixture will be very rich. This enables the engine to start when it is cold. As you can see there are a lot of systems in a static carburettor. And the bigger carburettors with double venturis can be very very complex. However once set up properly they function very reliably because there are very few moving parts in the system. That also explains the name "static" carburettor...doesn't sound very wild and dynamic does it?...so that is why the British have invented the following genious device..The constant vacuum carburettor....Ehm, yes I am biased towards Albion products, so what?, sue me
Skinner Union
Skinner Union, that's what SU stands for. The firm was founded by two brothers George and Karl, coming from the shoemaker family Lilley & Skinner. The two Skinners produced their first model in 1904!! The model didn't have the sliding piston arrangement as we know it now but they used a leather bellows....The shoemaker connection coming in handy... In 1926 a Morris subsidiary took over the control and it became defenitely a part of Morris in 1936. (That's why there are no SU's on early Austins because of the competition between Morris and Austin) In 1952 S.U. became part of BMC and in 1968 of British Leyland. In 1988 S.U. was sold to the Holbourn group.
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27-May-12 9:41 PM
http://www.roversd1.nl/sd1web/carburation.html
Perhaps the most beautiful set-up with SU carburettors can be found in the Series 1 Jaguar E-types. The 3.8 ltr engine was equipped with three HD 8 carburettors. Power output was rated by Jaguar at 265 bhp. However a figure of 210 bhp would be closer to the mark The genius of the design is to locate a tapered needle at the underside of the piston which works in a jet filled with petrol. (The fuel level in the jet is determined by the float). Now the higher this needle (and the piston) goes the less it restricts the fuel flow because of its tapered design. Thus the more air enters the higher the piston moves upwards and more fuel is supplied. Simple and effective. The shape and characteristics of the metering needle governs the fuel air mixture ration for all speed and load conditions. You can see the needle as a simple mechanical equivalent of the memory chip from a digital EFi system. Acceleration When the throttle valve is opened suddenly, the manifold vacuum acts almost immediately and the amount of air entering the engine also increases suddenly, The S.U. carburettors has a hydraulic dampening device to prevent the piston rising to fast. This gives a temporary higher underpressure allowing more fuel to be supplied, thus giving a richer mixture until the balance is restored. This is why you find hydraulic oil in the dashpot. No oil no richer mixture at acceleration. A thicker oil gives more damping and as a result a richer mixture under acceleration (But still the original mixture at constant throttle openings). Because viscosity of the oil changes a bit with ambient temperature the acceleration mixture is also somewhat dependend on ambient temperature. The use of synthetic oil in the dashpot can reduce this effect because the viscosity changes less with temperature. Cold start enrichment The rich mixture required for cold starting is obtained from the jet in the majority of S.U. carburettors by mechanically lowering the jet by means of a cable controlled from the dashboard. When the jet is lowered away from metering needle a large annulus of the jet is exposed and an initial rich mixture is provided for all speed conditions regardless of piston height. Some types use an electrically operated auxiliary enrichment carburettor. This is actually a small separate carburettor which by-passes the main carburettor and admits fuel directly to the manifold when the unit is activated by a switch on the dashboard. The throttle valve and the cold start enriching mechanism are interconnected so when the cold start is pulled out, the engine idle speed is increased. The first few degrees of the cold start mechanism opens the throttle valve only. Further movement lowers the fuel jet and opens the throttle valve a further amount.
The SU evolution
The H (Horizontal) SU carburettor is one the most used carburettors on British cars in the early fifties. The picture with the SU in three positions is an H-type carburettor. Typical details of this model were: The float chamber was bolted sideways to the carburettor body. It could be bolted to the left or to the right side. This type of float could lead to some fuel surge or flooding while cornering fast. When properly centered the needle doesn't touch the jet, resulting in a slow wearing needle and jet assembly The needle and jet also deliver the fuel when the engine is idling. The piston is however reacting somewhat slow on changes at low speed. Thus idling could be improved. Especially on a carburettor with worn throttle plates, bores and spindles. The HS was introduced in the late fifties. It was produced together with the H and HD series. differences are: A plastic float instead of the brass float used in the H. improved jet assembly design with improved seals
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27-May-12 9:41 PM
http://www.roversd1.nl/sd1web/carburation.html
After the H, the HD (Horizontal Diaphragm-jet) was introduced. For idling a separate circuit is being used like the normal static carburettor. This gives better mixture control at idle. improved jet assembly design The HIF (Horizontal Integral Float chamber) The variable jet height is no longer used for the choke but to compensate for fuel temperature changes by using a bi-metal spring Separate idling circuit The float is integrated into the carburettor body
Thus Triumph designed the Stromberg carburettors and handed the design and production over to Zenith. The first Strombergs were used in the TR4's at the end of 1962. The SU is better for performance though because it lends itself better for polishing and enlarging its ports. It also has far more variety in needles and such.
Don't tell your wife...but just look at this animation.....Isn't the way the SU functions a bit erotic?...Certainly beats the static Italian Webers!!
SU CARBURETTORS Pt. 2
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