Report to Patreal AG

S F Bush

Introduction

Figures 1, 2, 3 give road test consumption results on Escorts, Minis and Marinas respectively. These results were obtained from a fixed course in the centre of Manchester and from steady speed runs on local motorways.

Test Procedures

The traffic test route consists of five stages totalling 10.5 miles in all. The test procedure has tightened somewhat during the period of road-testing (May to January). The latest tests were done so that complete engine warm-up was assured by driving round the course at least once. Alternatively a vehicle was driven on the test course for half a hour before starting the test.

Generally, introduction of the devices of the appropriate design raises the idling speed and so this speed is reset to the value without a device in order not to exaggerate the fuel consumption when the vehicle is stationary.

Tests are carried out by introducing a standard positive-displacement meter into the fuel line. The driver’s passenger is responsible for noting consumption at each of the five stages, the number of actual stops, and the time elapsed for each stage. The general reproducibility of traffic conditions over the complete 10.5 mile course is indicated by a relatively close correlation between average speed and the number of stops per mile shown in Figures 1 and 2.

Report to Patreal AG

S F Bush

Summary

The development yields new patentable property and is derived from the application of theoretical and experimental work on two-phase flows made over a period of time and tested on a number of different processes.

Fuel consumption tests with the device, on a well-tuned engine, are summarised. Briefly they show around 12-15% savings in city traffic and around 3% at steady speeds from 50-120 kilometres per hour. These savings are possibly 75% of those achievable.

The basic concept is to utilise a tiny fraction of the kinetic energy of air flow between the carburettor and the inlet valves of the cylinders to create a more uniform fine spray of liquid fuel than would otherwise be the case, and additionally to improve the fuel metering between cylinders. Key importance is attached to not increasing the pressure-drop in the manifold by any significant amount. It appears that in some designs at least a degree of pressure recovery may be obtained to offset pressure energy used in the droplet creation.

The designs thus obtained fulfil a further requirement, namely ease and cheapness of fabrication. Additionally although this has not been tested, it is believed on theoretical grounds that maximum power output will be increased. This is supported by subjective observations by drivers of the Escort car on which the fuel consumption tests were made. These observations are of a greatly increased engine flexibility through the gears. Tests to be done will investigate both power and cylinder emission uniformity.

NB The figures for fuel savings were revised downwards in later tests.