100% true. This is also why this is also a flexible truth.
It comes down to the right number of properly distributed fuel molecules to combine with those oxygen atoms.
True. But the oxygen is the defining factor of how much power is available, with said correct amount of fuel.
A working fuel pump would fix that problem.
Better make sure you have no restrictions in the lines and in and out on the pump and it might keep up.
Beside oxygen (O2) which is only ~ 18.5% of the "air" being consumed (the balance is ~ 79.5% nitrogen with a trace amount of CO, CO2, etc) the other factors to consider are: temperature, barometric pressure (combined as density) combined to form the stoiciometeric air-fuel mix.....which is usually slightly rich to insure ignitabibity rather than a few percent of "excess air" for complete combustion. But mixture distribution influences HP produced. An Air/Fuel ratio device may prove helpful, along with individual temperature measurement of the exiting exhaust gases......just my opinion of course......
The size of the fuel bowl isn't a flaw, it didn't keep big block GM musclecars from completing quarter mile tests for the magazines back in the day. Of course, restrictions in the fuel lines should be avoided in any application, regardless of the carb used. If you need a large fuel bowl to act as a reservoir to cover an inadequate supply problem, well then you have an inadequate supply problem.
The nitrogen is a factor because it expands when heated up by the burning oxygen/fuel mix, helping force the piston down. Just like water, which doesn't burn, can increase thrust in a jet engine with water injection.
No. The N2 is a total negative in power making. It’s a huge energy suck.
True re the trace gases....I use to design combustion control systems for large .industrial process air preheaters.....averaging 50-75 -mm BTU/Hr and always used slightly less than 20% O2 (19 %) in determining the bulk of the waste gas volume (including % excess air (usually 30%-40%), in excess of stoiciometeric requirements, plus total combusted waste gas volumes, temperature and composition) to compute mass flow to the primary heat exchanger at a specific temperature to determine Hx total imput to the process gas volume required. The heating value of the fuel also entered into the calculation, as determined via a combustible gas calorimeter. Mixing of the fuel and air b4 combustion is an important consideration. Gasoline is in a vapor state prior to combustion and is treated as such not a liquid and "air" mixture.....process air pre heaters usually require computer controls to maintain precise waste gas volumes and temperature to insure satisfactory operation.....internal combustion engines are similar ....but on a smaller scale, but similar constraints are required. The actual O2% is important but not absolute but should be factored in the final calculations......just my opinion of course......just how precise do you want or need to be?
I don't know if I need it, but I'm sure as hell not going to rely on a small one in a quadrajet. Carb has a flaw and everyone knows it because it has been preached about and addressed for 50+ years.
