Subject: [Healeys] Charge Robbing

From: Michael Salter <[email-masked]>
Date: Fri, 11 Apr 2025 10:47:16 -0400

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There are lots of very smart people on this list and, as it has been very
quiet lately I thought I would throw this out for constructive feedback.

Dealing with the issue of =E2=80=9CCHARGE robbing=E2=80=9D with a Siamese p=
ort cylinder
head.

The cylinder head design of the Austin Healey 100 is over 80 years old and
incorporates Siamese ports, a configuration never used in later designs. In
this type of head, the forward and the rearward pairs of cylinders each
share an individual intake port and the inner pair of cylinders share one
exhaust port.

Additionally, in the interests of simplicity, these engines use a firing
order of 1-3-4-2 or, expressed differently, 2-1-3-4, with the result that
these ports =E2=80=9Csee=E2=80=9D a port flow pattern of =E2=80=9Cflow, flo=
w, wait, wait, flow,
flow, wait, wait=E2=80=99.

This design results in a phenomenon called =E2=80=9Ccharge robbing=E2=80=9D=
 wherein a
cylinder served by an individual port which draws the incoming air/fuel
charge first gets =E2=80=9Crobbed=E2=80=9D of part of this charge by the cy=
linder which
draws its charge immediately thereafter.

Reputedly, this design results in the inner two cylinders (2 &3) receiving
a =E2=80=9Cleaner=E2=80=9D intake charge than the outer two cylinders (1 & =
4) and we were
always told that exhaust valve failure, a frequent occurrence which was
invariably confined to cylinders #2 or #3 in these BMC =E2=80=9CA=E2=80=9D =
and =E2=80=9CB=E2=80=9D series
engines, was a consequence of this =E2=80=9Ccharge robbing=E2=80=9D.

My 55 years of experience has been limited almost exclusively to
carburetted engines of this type, both single and twin carburettor
versions, and during that time I have regularly used spark plug colour as
an indication of the air/fuel ratio being burned in any cylinder. I=E2=80=
=99m aware
that this test is nowhere near as accurate as modern UEGO systems but these
weren=E2=80=99t available at the time however, over the years this test has=
 never
indicated that the inner cylinders (2 & 3) consistently run leaner.

Some decades ago, it was determined that in these engines the gas
temperature in the Siamese exhaust port of cylinders 2 & 3 can be as much
as 100=C2=B0 C higher than in the outer two ports and the resulting higher
operating temperature of the exhaust valves in those inner cylinders is a
much more likely explanation for their premature failure.

For =E2=80=9Ccharge robbing=E2=80=9D to affect the air/fuel ratio the =E2=
=80=9Ccharge=E2=80=9D must contain
fuel droplets. To express this differently if the incoming charge consists
entirely of an homogenized gas mixture of air and vaporized fuel, whatever
enters either port will have the same air/fuel ratio. This is almost
certainly the case with a carbureted engine wherein the fuel is introduced
into the very turbulent incoming air stream as microscopic droplets well
before that stream reaches the point in the intake port where the port
splits, which allows plenty of time for any droplets to entirely vaporize.
In such a situation the volume of the charge entering the inner cylinders
may be smaller than that entering the outer cylinders, but the air/fuel
ratio will be the same for both.

The same situation does not apply in modern multi-port fuel-injected
engines where each port has its own injector. To minimize emissions during
throttle transitions, an absolute minimum of fuel spray is allowed to hit
the port walls so the fuel is injected into the intake ports just upstream
of each cylinder's intake valve. As the intake valve opens backflow of
combustion gasses through it finalizes the vaporization of the fuel
droplets within the incoming charge. In the very unlikely event that such a
port injection system be used in an engine with Siamesed intake ports the
smaller volume of air delivered to the inner cylinders would result in the
mixture in cylinders 2 & 3 being richer unless some sort of specialized
tuning is used to decrease the pulse width for those two cylinders.

So, how does this all play out in the case of the EFI system I=E2=80=99m de=
veloping
for my 1956 Austin Healey 100?

The fuel injectors in this engine modification are installed inside the SU
carburettor bodies upstream of the throttle butterfly and are therefore a
significant distance from the point in the Siamesed intake port where the
port splits. As throttle transition emissions are of no concern with this
vehicle, this position is ideal in that it ensures that the fuel droplets
are completely vaporized long before the intake charge reaches the point
where the port splits.

For this reason, it is very unlikely that there will be any difference in
the air/fuel ratio of the charge received by any of the cylinders.

Michael S

April 2025

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<div dir=3D"ltr"><div class=3D"gmail_default" style=3D"font-family:arial,sa=
ns-serif;font-size:small">There are lots of very smart people on this list =
and, as it has been very quiet lately I thought I would throw this out for =
constructive feedback.</div><div class=3D"gmail_default" style=3D"font-fami=
ly:arial,sans-serif;font-size:small"><br></div><div class=3D"gmail_default"=
 style=3D"font-family:arial,sans-serif;font-size:small">

<p class=3D"MsoNormal" align=3D"center" style=3D"text-align:center;margin:0=
in 0in 8pt;line-height:115%;font-size:12pt;font-family:&quot;Calibri&quot;,=
sans-serif"><span style=3D"text-transform:uppercase">Dealing with the issue=
 of =E2=80=9CCHARGE robbing=E2=80=9D
with a Siamese port cylinder head.<span></span></span></p>

<p class=3D"MsoNormal" style=3D"margin:0in 0in 8pt;line-height:115%;font-si=
ze:12pt;font-family:&quot;Calibri&quot;,sans-serif"><span style=3D"text-tra=
nsform:uppercase">T</span>he cylinder
head design of the Austin Healey 100 is over 80 years old and incorporates
Siamese ports, a configuration never used in later designs. In this type of=
 head,
the forward and the rearward pairs of cylinders each share an individual in=
take
port and the inner pair of cylinders share one exhaust port.<span></span></=
p>

<p class=3D"MsoNormal" style=3D"margin:0in 0in 8pt;line-height:115%;font-si=
ze:12pt;font-family:&quot;Calibri&quot;,sans-serif">Additionally, in the in=
terests of simplicity, these engines
use a firing order of 1-3-4-2 or, expressed differently, 2-1-3-4, with the
result that these ports =E2=80=9Csee=E2=80=9D a port flow pattern of =E2=80=
=9Cflow, flow, wait, wait,
flow, flow, wait, wait=E2=80=99.<span></span></p>

<p class=3D"MsoNormal" style=3D"margin:0in 0in 8pt;line-height:115%;font-si=
ze:12pt;font-family:&quot;Calibri&quot;,sans-serif">This design results in =
a phenomenon called =E2=80=9Ccharge robbing=E2=80=9D
wherein a cylinder served by an individual port which draws the incoming
air/fuel charge first gets =E2=80=9Crobbed=E2=80=9D of part of this charge =
by the cylinder
which draws its charge immediately thereafter. <span></span></p>

<p class=3D"MsoNormal" style=3D"margin:0in 0in 8pt;line-height:115%;font-si=
ze:12pt;font-family:&quot;Calibri&quot;,sans-serif">Reputedly, this design =
results in the inner two cylinders (2
&amp;3) receiving a =E2=80=9Cleaner=E2=80=9D intake charge than the outer t=
wo cylinders (1
&amp; 4) and we were always told that exhaust valve failure, a frequent
occurrence which was invariably confined to cylinders #2 or #3 in these BMC=
 =E2=80=9CA=E2=80=9D
and =E2=80=9CB=E2=80=9D series engines, was a consequence of this =E2=80=9C=
charge robbing=E2=80=9D. <span></span></p>

<p class=3D"MsoNormal" style=3D"margin:0in 0in 8pt;line-height:115%;font-si=
ze:12pt;font-family:&quot;Calibri&quot;,sans-serif">My 55 years of experien=
ce has been limited almost
exclusively to carburetted engines of this type, both single and twin carbu=
rettor
versions, and during that time I have regularly used spark plug colour as a=
n
indication of the air/fuel ratio being burned in any cylinder. I=E2=80=99m =
aware that
this test is nowhere near as accurate as modern UEGO systems but these were=
n=E2=80=99t available
at the time however, over the years this test has never indicated that the
inner cylinders (2 &amp; 3) consistently run leaner. <span></span></p>

<p class=3D"MsoNormal" style=3D"margin:0in 0in 8pt;line-height:115%;font-si=
ze:12pt;font-family:&quot;Calibri&quot;,sans-serif">Some decades ago, it wa=
s determined that in these engines the
gas temperature in the Siamese exhaust port of cylinders 2 &amp; 3 can be a=
s
much as 100<span>=C2=B0</span>
C higher than in the outer two ports and the resulting higher operating
temperature of the exhaust valves in those inner cylinders is a much more
likely explanation for their premature failure. <span></span></p>

<p class=3D"MsoNormal" style=3D"margin:0in 0in 8pt;line-height:115%;font-si=
ze:12pt;font-family:&quot;Calibri&quot;,sans-serif">For =E2=80=9Ccharge rob=
bing=E2=80=9D to affect the air/fuel ratio the
=E2=80=9Ccharge=E2=80=9D must contain fuel droplets. To express this differ=
ently if the
incoming charge consists entirely of an homogenized gas mixture of air and
vaporized fuel, whatever enters either port will have the same air/fuel rat=
io.
This is almost certainly the case with a carbureted engine wherein the fuel=
 is
introduced into the very turbulent incoming air stream as microscopic dropl=
ets
well before that stream reaches the point in the intake port where the port
splits, which allows plenty of time for any droplets to entirely vaporize. =
In
such a situation the volume of the charge entering the inner cylinders may =
be smaller
than that entering the outer cylinders, but the air/fuel ratio will be the =
same
for both.<span></span></p>

<p class=3D"MsoNormal" style=3D"margin:0in 0in 8pt;line-height:115%;font-si=
ze:12pt;font-family:&quot;Calibri&quot;,sans-serif">The same situation does=
 not apply in modern multi-port fuel-injected
engines where each port has its own injector. To minimize emissions during
throttle transitions, an absolute minimum of fuel spray is allowed to hit t=
he
port walls so the fuel is injected into the intake ports just upstream of e=
ach
cylinder&#39;s intake valve. As the intake valve opens backflow of combusti=
on
gasses through it finalizes the vaporization of the fuel droplets within th=
e
incoming charge. In the very unlikely event that such a port injection syst=
em
be used in an engine with Siamesed intake ports the smaller volume of air
delivered to the inner cylinders would result in the mixture in cylinders 2
&amp; 3 being richer unless some sort of specialized tuning is used to decr=
ease
the pulse width for those two cylinders.<span></span></p>

<p class=3D"MsoNormal" style=3D"margin:0in 0in 8pt;line-height:115%;font-si=
ze:12pt;font-family:&quot;Calibri&quot;,sans-serif">So, how does this all p=
lay out in the case of the EFI system
I=E2=80=99m developing for my 1956 Austin Healey 100?<span></span></p>

<p class=3D"MsoNormal" style=3D"margin:0in 0in 8pt;line-height:115%;font-si=
ze:12pt;font-family:&quot;Calibri&quot;,sans-serif">The fuel injectors in t=
his engine modification are installed
inside the SU carburettor bodies upstream of the throttle butterfly and are
therefore a significant distance from the point in the Siamesed intake port
where the port splits. As throttle transition emissions are of no concern w=
ith
this vehicle, this position is ideal in that it ensures that the fuel dropl=
ets
are completely vaporized long before the intake charge reaches the point wh=
ere
the port splits. <span></span></p>

<p class=3D"MsoNormal" style=3D"margin:0in 0in 8pt;line-height:115%;font-si=
ze:12pt;font-family:&quot;Calibri&quot;,sans-serif">For this reason, it is =
very unlikely that there will be any
difference in the air/fuel ratio of the charge received by any of the
cylinders.</p><p class=3D"MsoNormal" style=3D"margin:0in 0in 8pt;line-heigh=
t:115%;font-size:12pt;font-family:&quot;Calibri&quot;,sans-serif"><br></p><=
p class=3D"MsoNormal" style=3D"margin:0in 0in 8pt;line-height:115%;font-siz=
e:12pt;font-family:&quot;Calibri&quot;,sans-serif">Michael S</p><p class=3D=
"MsoNormal" style=3D"margin:0in 0in 8pt;line-height:115%;font-size:12pt;fon=
t-family:&quot;Calibri&quot;,sans-serif">April 2025<span></span></p>

<br></div></div>

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_______________________________________________

Archive: http://www.team.net/pipermail/healeys http://autox.team.net/archive/healeys

[email-masked]
http://autox.team.net/mailman/listinfo/healeys

--===============8820637057280281904==--

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From: Alan Wasserman <[email-masked]>
Date: Fri, 11 Apr 2025 14:10:32 -0400

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Content-Transfer-Encoding: quoted-printable

Michael=E2=80=A6you obviously are bored!
Alan Wasserman
[email-masked]
732-887-0742
www.wassermanstudio.com

> On Apr 11, 2025, at 10:47=E2=80=AFAM, Michael Salter <michaelsalter@gmail.=
com> wrote:
>=20
> =EF=BB=BF
> There are lots of very smart people on this list and, as it has been very q=
uiet lately I thought I would throw this out for constructive feedback.
>=20
> DEALING WITH THE ISSUE OF =E2=80=9CCHARGE ROBBING=E2=80=9D WITH A SIAMESE P=
ORT CYLINDER HEAD.
>=20
> The cylinder head design of the Austin Healey 100 is over 80 years old and=
 incorporates Siamese ports, a configuration never used in later designs. In=
 this type of head, the forward and the rearward pairs of cylinders each sha=
re an individual intake port and the inner pair of cylinders share one exhau=
st port.
>=20
> Additionally, in the interests of simplicity, these engines use a firing o=
rder of 1-3-4-2 or, expressed differently, 2-1-3-4, with the result that the=
se ports =E2=80=9Csee=E2=80=9D a port flow pattern of =E2=80=9Cflow, flow, w=
ait, wait, flow, flow, wait, wait=E2=80=99.
>=20
 wherein a cylinder served by an individual port which draws the incoming ai=
r/fuel charge first gets =E2=80=9Crobbed=E2=80=9D of part of this charge by t=
he cylinder which draws its charge immediately thereafter.
>=20
> Reputedly, this design results in the inner two cylinders (2 &3) receiving=
 a =E2=80=9Cleaner=E2=80=9D intake charge than the outer two cylinders (1 & 4=
) and we were always told that exhaust valve failure, a frequent occurrence w=
hich was invariably confined to cylinders #2 or #3 in these BMC =E2=80=9CA=E2=
=80=9D and =E2=80=9CB=E2=80=9D series engines, was a consequence of this =E2=
=80=9Ccharge robbing=E2=80=9D.
>=20
> My 55 years of experience has been limited almost exclusively to carburett=
ed engines of this type, both single and twin carburettor versions, and duri=
ng that time I have regularly used spark plug colour as an indication of the=
 air/fuel ratio being burned in any cylinder. I=E2=80=99m aware that this te=
st is nowhere near as accurate as modern UEGO systems but these weren=E2=80=99=
t available at the time however, over the years this test has never indicate=
d that the inner cylinders (2 & 3) consistently run leaner.
>=20
> Some decades ago, it was determined that in these engines the gas temperat=
ure in the Siamese exhaust port of cylinders 2 & 3 can be as much as 100=C2=B0=
 C higher than in the outer two ports and the resulting higher operating tem=
perature of the exhaust valves in those inner cylinders is a much more likel=
y explanation for their premature failure.
>=20
> For =E2=80=9Ccharge robbing=E2=80=9D to affect the air/fuel ratio the =E2=80=
=9Ccharge=E2=80=9D must contain fuel droplets. To express this differently i=
f the incoming charge consists entirely of an homogenized gas mixture of air=
 and vaporized fuel, whatever enters either port will have the same air/fuel=
 ratio. This is almost certainly the case with a carbureted engine wherein t=
he fuel is introduced into the very turbulent incoming air stream as microsc=
opic droplets well before that stream reaches the point in the intake port w=
here the port splits, which allows plenty of time for any droplets to entire=
ly vaporize. In such a situation the volume of the charge entering the inner=
 cylinders may be smaller than that entering the outer cylinders, but the ai=
r/fuel ratio will be the same for both.
>=20
> The same situation does not apply in modern multi-port fuel-injected engin=
es where each port has its own injector. To minimize emissions during thrott=
le transitions, an absolute minimum of fuel spray is allowed to hit the port=
 walls so the fuel is injected into the intake ports just upstream of each c=
ylinder's intake valve. As the intake valve opens backflow of combustion gas=
ses through it finalizes the vaporization of the fuel droplets within the in=
coming charge. In the very unlikely event that such a port injection system b=
e used in an engine with Siamesed intake ports the smaller volume of air del=
ivered to the inner cylinders would result in the mixture in cylinders 2 & 3=
 being richer unless some sort of specialized tuning is used to decrease the=
 pulse width for those two cylinders.
>=20
> So, how does this all play out in the case of the EFI system I=E2=80=99m d=
eveloping for my 1956 Austin Healey 100?
>=20
> The fuel injectors in this engine modification are installed inside the SU=
 carburettor bodies upstream of the throttle butterfly and are therefore a s=
ignificant distance from the point in the Siamesed intake port where the por=
t splits. As throttle transition emissions are of no concern with this vehic=
le, this position is ideal in that it ensures that the fuel droplets are com=
pletely vaporized long before the intake charge reaches the point where the p=
ort splits.
>=20
> For this reason, it is very unlikely that there will be any difference in t=
he air/fuel ratio of the charge received by any of the cylinders.
>=20
>=20
>=20
>=20
>=20
>=20

--Apple-Mail-B1BB8883-ADC4-4301-9D3F-149D002A9232
	charset=utf-8
Content-Transfer-Encoding: quoted-printable

<html><head><meta http-equiv=3D"content-type" content=3D"text/html; charset=3D=
utf-8"></head><body dir=3D"auto">Michael=E2=80=A6you obviously are bored!<br=
 id=3D"lineBreakAtBeginningOfSignature"><div dir=3D"ltr">Alan Wasserman<div>=
[email-masked]</div><div>732-887-0742</div><div>www.wassermanstud=
io.com</div></div><div dir=3D"ltr"><br><blockquote type=3D"cite">On Apr 11, 2=
025, at 10:47=E2=80=AFAM, Michael Salter &lt;[email-masked]&gt; wro=
te:<br><br></blockquote></div><blockquote type=3D"cite"><div dir=3D"ltr">=EF=
=BB=BF<div dir=3D"ltr"><div class=3D"gmail_default" style=3D"font-family:ari=
al,sans-serif;font-size:small">There are lots of very smart people on this l=
ist and, as it has been very quiet lately I thought I would throw this out f=
or constructive feedback.</div><div class=3D"gmail_default" style=3D"font-fa=
mily:arial,sans-serif;font-size:small"><br></div><div class=3D"gmail_default=
" style=3D"font-family:arial,sans-serif;font-size:small">

<p class=3D"MsoNormal" align=3D"center" style=3D"text-align:center;margin:0i=
n 0in 8pt;line-height:115%;font-size:12pt;font-family:&quot;Calibri&quot;,sa=
ns-serif"><span style=3D"text-transform:uppercase">Dealing with the issue of=
 =E2=80=9CCHARGE robbing=E2=80=9D
with a Siamese port cylinder head.<span></span></span></p>

<p class=3D"MsoNormal" style=3D"margin:0in 0in 8pt;line-height:115%;font-siz=
e:12pt;font-family:&quot;Calibri&quot;,sans-serif"><span style=3D"text-trans=
form:uppercase">T</span>he cylinder
head design of the Austin Healey 100 is over 80 years old and incorporates
Siamese ports, a configuration never used in later designs. In this type of h=
ead,
the forward and the rearward pairs of cylinders each share an individual int=
ake
port and the inner pair of cylinders share one exhaust port.<span></span></p=

<p class=3D"MsoNormal" style=3D"margin:0in 0in 8pt;line-height:115%;font-siz=
e:12pt;font-family:&quot;Calibri&quot;,sans-serif">Additionally, in the inte=
rests of simplicity, these engines
use a firing order of 1-3-4-2 or, expressed differently, 2-1-3-4, with the
result that these ports =E2=80=9Csee=E2=80=9D a port flow pattern of =E2=80=9C=
flow, flow, wait, wait,
flow, flow, wait, wait=E2=80=99.<span></span></p>

<p class=3D"MsoNormal" style=3D"margin:0in 0in 8pt;line-height:115%;font-siz=
e:12pt;font-family:&quot;Calibri&quot;,sans-serif">This design results in a p=
henomenon called =E2=80=9Ccharge robbing=E2=80=9D
wherein a cylinder served by an individual port which draws the incoming
air/fuel charge first gets =E2=80=9Crobbed=E2=80=9D of part of this charge b=
y the cylinder
which draws its charge immediately thereafter. <span></span></p>

<p class=3D"MsoNormal" style=3D"margin:0in 0in 8pt;line-height:115%;font-siz=
e:12pt;font-family:&quot;Calibri&quot;,sans-serif">Reputedly, this design re=
sults in the inner two cylinders (2
&amp;3) receiving a =E2=80=9Cleaner=E2=80=9D intake charge than the outer tw=
o cylinders (1
&amp; 4) and we were always told that exhaust valve failure, a frequent
occurrence which was invariably confined to cylinders #2 or #3 in these BMC =E2=
=80=9CA=E2=80=9D
and =E2=80=9CB=E2=80=9D series engines, was a consequence of this =E2=80=9Cc=
harge robbing=E2=80=9D. <span></span></p>

<p class=3D"MsoNormal" style=3D"margin:0in 0in 8pt;line-height:115%;font-siz=
e:12pt;font-family:&quot;Calibri&quot;,sans-serif">My 55 years of experience=
 has been limited almost
exclusively to carburetted engines of this type, both single and twin carbur=
ettor
versions, and during that time I have regularly used spark plug colour as an=

indication of the air/fuel ratio being burned in any cylinder. I=E2=80=99m a=
ware that
this test is nowhere near as accurate as modern UEGO systems but these weren=
=E2=80=99t available
at the time however, over the years this test has never indicated that the
inner cylinders (2 &amp; 3) consistently run leaner. <span></span></p>

<p class=3D"MsoNormal" style=3D"margin:0in 0in 8pt;line-height:115%;font-siz=
e:12pt;font-family:&quot;Calibri&quot;,sans-serif">Some decades ago, it was d=
etermined that in these engines the
gas temperature in the Siamese exhaust port of cylinders 2 &amp; 3 can be as=

<p class=3D"MsoNormal" style=3D"margin:0in 0in 8pt;line-height:115%;font-siz=
e:12pt;font-family:&quot;Calibri&quot;,sans-serif">For =E2=80=9Ccharge robbi=
ng=E2=80=9D to affect the air/fuel ratio the
=E2=80=9Ccharge=E2=80=9D must contain fuel droplets. To express this differe=
ntly if the
incoming charge consists entirely of an homogenized gas mixture of air and
vaporized fuel, whatever enters either port will have the same air/fuel rati=
o.
This is almost certainly the case with a carbureted engine wherein the fuel i=
s
introduced into the very turbulent incoming air stream as microscopic drople=
ts
well before that stream reaches the point in the intake port where the port
splits, which allows plenty of time for any droplets to entirely vaporize. I=
n
such a situation the volume of the charge entering the inner cylinders may b=
e smaller
than that entering the outer cylinders, but the air/fuel ratio will be the s=
ame
for both.<span></span></p>

<p class=3D"MsoNormal" style=3D"margin:0in 0in 8pt;line-height:115%;font-siz=
e:12pt;font-family:&quot;Calibri&quot;,sans-serif">The same situation does n=
ot apply in modern multi-port fuel-injected
engines where each port has its own injector. To minimize emissions during
throttle transitions, an absolute minimum of fuel spray is allowed to hit th=
e
port walls so the fuel is injected into the intake ports just upstream of ea=
ch
cylinder's intake valve. As the intake valve opens backflow of combustion
gasses through it finalizes the vaporization of the fuel droplets within the=

incoming charge. In the very unlikely event that such a port injection syste=
m
be used in an engine with Siamesed intake ports the smaller volume of air
delivered to the inner cylinders would result in the mixture in cylinders 2
&amp; 3 being richer unless some sort of specialized tuning is used to decre=
ase
the pulse width for those two cylinders.<span></span></p>

<p class=3D"MsoNormal" style=3D"margin:0in 0in 8pt;line-height:115%;font-siz=
e:12pt;font-family:&quot;Calibri&quot;,sans-serif">So, how does this all pla=
y out in the case of the EFI system
I=E2=80=99m developing for my 1956 Austin Healey 100?<span></span></p>

<p class=3D"MsoNormal" style=3D"margin:0in 0in 8pt;line-height:115%;font-siz=
e:12pt;font-family:&quot;Calibri&quot;,sans-serif">The fuel injectors in thi=
s engine modification are installed
inside the SU carburettor bodies upstream of the throttle butterfly and are
therefore a significant distance from the point in the Siamesed intake port
where the port splits. As throttle transition emissions are of no concern wi=
th
this vehicle, this position is ideal in that it ensures that the fuel drople=
ts
are completely vaporized long before the intake charge reaches the point whe=
re
the port splits. <span></span></p>

<p class=3D"MsoNormal" style=3D"margin:0in 0in 8pt;line-height:115%;font-siz=
e:12pt;font-family:&quot;Calibri&quot;,sans-serif">For this reason, it is ve=
ry unlikely that there will be any
difference in the air/fuel ratio of the charge received by any of the
cylinders.</p><p class=3D"MsoNormal" style=3D"margin:0in 0in 8pt;line-height=
:115%;font-size:12pt;font-family:&quot;Calibri&quot;,sans-serif"><br></p><p c=
lass=3D"MsoNormal" style=3D"margin:0in 0in 8pt;line-height:115%;font-size:12=
pt;font-family:&quot;Calibri&quot;,sans-serif">Michael S</p><p class=3D"MsoN=
ormal" style=3D"margin:0in 0in 8pt;line-height:115%;font-size:12pt;font-fami=
ly:&quot;Calibri&quot;,sans-serif">April 2025<span></span></p>

<br></div></div>
</div></blockquote></body></html>=

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