This may not be the last carburetor, and this system is the one to carry us for at least the next two decades: lasting.
Fuel delivery systems provide fuel mixed with air entering an engine. Mixture properties vary: fuel ratings and engine conditions demand alternatives. The goal is flexibility to respond to all fuels and to all engine demands.
In the combustion chamber, the key to flexibility and efficiency is the ability to tailor the set of fuel droplets in the chamber at the moment of combustion. Optimum droplet set is a distribution of sizes, from vapor burning in a flash, to large droplets taking much longer to burn. When the plug sparks, the vapor distributes combustion far too fast to allow for the best power. If all the droplets are at the maximum size, total combustion takes far too long to permit higher rpm. The droplet distribution for each engine and for the moment’s demand is unique. The lasting carburetor creates droplets in the entire range and can efficiently deliver the correct distribution curve for immediate demand in every engine.
Direct Injection sprays droplets into the combustion chamber. Modern direct injection expresses a range of droplet size most difficult to adjust for droplet size distribution: the injector is enabled and pushes fuel through the nozzle tip, so the spray is specific. Combustion erodes and corrupts the nozzle, reducing the variety and range of droplets as it wears. Direct injection cannot be configured to provide the set of required droplets for the lasting carburetor.
Intermediate injection sprays the fuel from a point on the other side of the intake valve, and is a compromise between throttlebody delivery and direct injection. It is favored by allowing some vaporization of the fuel before ignition to allow more uniform combustion distribution. It does not permit the range of droplet size required for the best, most efficient burn.
Throttlebody injection alone is best for a large vapor quotient, which means for the best power ignition, all of the remaining droplets must be large to slow the combustion enough to provide power. This is aggravated in turbocharged/supercharged engines, which is the future.
It might seem expensive to combine all three of these technologies, but that is the lasting carburetor. Computer control sets output ratios between the three to match performance: Troika (team of three) Injection.
The throttlebody begins the process and is dedicated to providing only vapor, a small quantity of total fuel. At idle, the throttlebody lends its highest ratio of fuel delivery. Dedicating the throttlebody to only vapor increases service life and uniformity, both keys to efficiency. The small amount of fuel vapor present in the airflow is also a safety feature & reduces pre-ignition.
When combined with direct injection, the incoming air has its vapor most completely distributed and finely divided, producing the best combustion with the injected droplets. By delaying the introduction of droplets until inside the chamber assures no unplanned dissolution of the droplets during travel: you spray the quantity you want into the cylinder to burn at a known rate. Paring these two systems is far more efficient than is either alone. Less expensive future engines will be delivered with these two systems.
Including the intermediate injection system permits the maximum configuration of fuel droplets delivered. It brings the need for vapor from the throttlebody to its minimum flow by delivering middle range sized droplets regulated more precisely than available to direct injection. More important, intermediate injection permits the direct injection system to be focused on delivering only the largest drops, which is its best duty. Large droplet injection is the least hampered by continued survival in the combustion chamber over the life of the engine.
Integration of these three systems produces the best opportunity to provide precision delivery of the quantity of fuel as each expresses its portion of the perfect ratio.
This system is functional for all fuels. Today’s diesel engines utilize only direct injection, and this three-pronged approach would improve efficiency as well as making combustion smoother, which is accomplished today by adding extra fuel.
For tomorrow’s production vehicles, Troika Injection will prove well worth the purchase expense in both improved mileage and performance. Should one of the three become disabled, other than diesel engines, the remaining two permit operation until repairs. As the system ages, its inefficiency is more easily covered by adjustment to maintain mileage.
Now for the fun part. About thirty-five years ago I was contracted to invent a new carburetor, and the company withdrew investment before production. This tech was suppressed and there was no confidentiality agreement offered to me. Ultrasonic physics was to be applied to both the fuel and the airflow. The concept introduced a frequency to the fuel stream just prior to release into the air stream. As the air approaches the fuel nozzle, a different ultrasonic frequency is provided, tuned as dissident to the fuel’s given frequency. When the two frequencies collide, interferometric fields are generated in the manifold: these fields divide the three-dimensional space into precisely defined parcels. These parcels exactly set how the fuel is divided into droplets. This might seem excessive, but larger engines benefit, like jet engines. The first firm I approached fabricated aircraft using jet engines. This system’s success was based on the supersonic commercial airline, the SST. Its engines utilized the opportunity to apply supersonic speeds inside the jet engines to instantly vaporize the fuel droplets, allowing them to burn quickly. Ultrasonic manipulation duplicates this process at airflows in the entire range below supersonic. At the time it was presented, fuel was cheap, and this company manufactured military aircraft, which do not require fuel efficiency: the company buried the tech.
Years later I was given a contract to adapt my earlier proposal to automobiles. A shift in priorities pulled the investment, so the project died again.
The ultrasonic system when added to Troika Injection creates a fuel system capable of supporting the highest rpm range possible, and will become the racing form of the Troika Injection System. Ultrasonic interferometry in the Troika simulates the length of the manifold “runner”: the adjustable capacity of modulating the ultrasonic input mimics a ‘runner’ whose optimum length is set for the rpm and load. Within a very short actual manifold, the virtual runner length becomes very long or short as determined by the ultrasonic controls.
This tech is available yesterday to the enthusiast. Direct injection heads currently offered for many high performance engines can be combined with throttlebody manifolds, and Intermediate Injection ports can be ported into the individual manifold runners.
Common Rail Injection systems are easily adapted to accommodate the three delivery points for fuel, and ultrasonic concussion systems fracture the Intermediate Injection droplets in pace with conditions. Modern sensors are suitable for tracking load and performance. Turbocharging and supercharging systems are unchanged. Control programming will be original for the Troika, but simple for a specific octane rating. This system could be built in your garage today, which is how the Troika will be developed outside of all the oil companies, all the conspiracy models, because it is already here.
But the best reason for you to build it is not the obvious increased gas mileage and competitiveness, but something buried for over half a century: chemistry. The Troika will allow us to return to burning unaltered gasoline in our engines by tailoring the delivery of fuel completely adjustable to eliminate the need for retardant additives. The Troika can be adjusted for seasons, altitude and humidity to satisfy even California emissions without additives. The cost of supplying gasoline will drop significantly. This absence of these retardant chemicals will clean up the atmosphere fast while reducing the production and widespread distribution of significant toxins.
This is the future of engines. When you have begun production of these systems, please ship me the heads, manifolds, and the Troika Injection System for a Ford 351 Cleveland, Mopar 426 Hemi and the GM 3.8 V6: I’m a traditionalist.
