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|13th June 2007, 11:43||#31|
Distinguished - BHPian
Join Date: Jun 2007
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I have rather skipped to the end of this thread, but I'm sure I used to get better mileage out of my Rover 620 (British-built Accord) in UK's occasional heatwaves
|13th June 2007, 14:02||#32|
Join Date: May 2007
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|13th June 2007, 21:47||#33|
Join Date: Nov 2006
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[QUOTEwhat would 'sri'be? and how would mumbai floods affect your CAI setup. and no CAI is not going to reduce your throttle response.][/quote]
sri-short ram intake a shorter pipe so better responce
a cai goes down to the bumper so if one has to drive in a some water logged area or if you go through a big puddle fast there is a possibility of hydrolock i.e water being pulled into the engine
|14th June 2007, 01:52||#34|
Join Date: Oct 2005
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Also, think about it this way. A flowing gas can not be weighed directly. In a LPG bottling plant those automatic nozzles come down and fill up the cylinder and then the weight is again checked by the onboard computer. If required it is filled up a little more the second time. The dispensing weight in each run is again calculated in the same round-about way.
For a autoLPG or CNG outlet the equivalent to this will be to first weigh the car and then after the fill weigh it again to know the weight dispensed. Since that is not done (can not be done?!) it is calculated based on the volume dispensed.
Of course the chip in those automated dispensing pumps are calibrated for different geographical areas as per the standards. Obviously a dispenser in Himachal and one somewhere in south will be calibrated differently based on the average yearly temperature, pressure etc. Problem arises if the variation becomes too big and goes far outside the standard range.
Now, calibration of those chips are done that I know. But weight calculation by working out the volume is my application of general idea as I can not see how otherwise a pump can find out the weight. At least I can not think of any other way at all.
P.S. : By the way pressure will not remain constant I think. As the temperature changes with season so does the atmospheric pressure. Eg: A low pressure development first cools down the temperatures and then may even bring in gale and thundershowers (which further cools down the atmosphere).
Last edited by Zappo : 14th June 2007 at 01:56.
|20th August 2009, 00:57||#35|
Join Date: Aug 2009
There are two point which work in opposite directions
Reason stated below(without any technical jargons of thermodynamics)
The hot air pushes the piston(difference in air pressure inside and outside). The temperature of the burning fuel will always be same almost. If atmosphere is cold the pressure will be high(temp and pressure inversely proportional). this will result in lesser difference in pressure, hence less efficiency of the engine
In cold weather the air is dense. this means more oxygen packed in a particular amount of volume. Now this will result in better burning of the fuel, hence efficience will increase.
As far as AC is concerned, it will consume the same amount of energy as long as the AC settings are not changed. The main thing in AC is the compressor. As long as this motor is on it will draw the same amount of mechanical energy from the engine.
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