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The fuel vs the Engine 💥

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Fitnesstime

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17,720 görüntüleme • 4 ay önce •via X (Twitter)

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Does turning off the car’s AC really save fuel, and what effect does it have on the engine? Here are the key facts you should know. #EnergyCrisis #Fuel #PetrolDieselPrice #TOKReports
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Does turning off the car’s AC really save fuel, and what effect does it have on the engine? Here are the key facts you should know. #EnergyCrisis #Fuel #PetrolDieselPrice #TOKReports

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A bike mechanic from Bengaluru debunks the myths about E20 petrol. He says, 1. Don’t spread false information about E20 petrol. 2. E20 fuel may affect some rubber components over time. 3. But claims that E20 will rust the engine, crankshaft, bearings, or throttle body are misleading. 4. Fuel goes through the fuel injector into the engine, while the engine’s internal parts are lubricated by engine oil. 5. So, E20 fuel does not simply cause the engine’s internal parts to rust. He says people should provide accurate technical information instead of making sensational reels just to go viral.
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A bike mechanic from Bengaluru debunks the myths about E20 petrol. He says, 1. Don’t spread false information about E20 petrol. 2. E20 fuel may affect some rubber components over time. 3. But claims that E20 will rust the engine, crankshaft, bearings, or throttle body are misleading. 4. Fuel goes through the fuel injector into the engine, while the engine’s internal parts are lubricated by engine oil. 5. So, E20 fuel does not simply cause the engine’s internal parts to rust. He says people should provide accurate technical information instead of making sensational reels just to go viral.

Gudumba Satti 🇮🇳🕉🚩

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As the CFM LEAP engine shuts down, you can hear the distinctive “whoosh” sound followed by a gush of air. That is the Reverse Bleed System (RBS) at work. During normal operation, a significant amount of fuel remains unpurged in the system after engine shutdown. This residual fuel, located near or within the hot section, vaporizes due to high temperatures and deposits carbon (coke) on the fuel nozzles. Over time, nozzle coking leads to several operational and maintenance issues, including loss of thrust, reduced engine efficiency due to incomplete combustion, accelerated deterioration of hot-section components (combustor and High-Pressure Turbine), engine start failures, potential engine stalls, and increased unscheduled engine removals. The Reverse Bleed System (RBS) prevents fuel nozzle coking by automatically introducing cool air from the core compartment into the engine core flowpath after shutdown. This effectively lowers the fuel nozzle temperature below the coking threshold. RBS can operate for a maximum of 1 hour, and its effectiveness depends on ambient conditions (especially ambient temperature) and the total duration it runs. The last flight of the day contributes the most to fuel nozzle coke accumulation because of the extended dwell time at the gate. By actively managing post-shutdown thermal conditions, RBS significantly reduces coking-related problems, improves engine reliability, and lowers long-term maintenance costs. Now, also coming soon to the CFM56
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As the CFM LEAP engine shuts down, you can hear the distinctive “whoosh” sound followed by a gush of air. That is the Reverse Bleed System (RBS) at work. During normal operation, a significant amount of fuel remains unpurged in the system after engine shutdown. This residual fuel, located near or within the hot section, vaporizes due to high temperatures and deposits carbon (coke) on the fuel nozzles. Over time, nozzle coking leads to several operational and maintenance issues, including loss of thrust, reduced engine efficiency due to incomplete combustion, accelerated deterioration of hot-section components (combustor and High-Pressure Turbine), engine start failures, potential engine stalls, and increased unscheduled engine removals. The Reverse Bleed System (RBS) prevents fuel nozzle coking by automatically introducing cool air from the core compartment into the engine core flowpath after shutdown. This effectively lowers the fuel nozzle temperature below the coking threshold. RBS can operate for a maximum of 1 hour, and its effectiveness depends on ambient conditions (especially ambient temperature) and the total duration it runs. The last flight of the day contributes the most to fuel nozzle coke accumulation because of the extended dwell time at the gate. By actively managing post-shutdown thermal conditions, RBS significantly reduces coking-related problems, improves engine reliability, and lowers long-term maintenance costs. Now, also coming soon to the CFM56

Arjun Singh

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Companies are looking for ways to reduce fuel consumption and emissions. This is the Seakite. The tanker is kitesurfing to assist the main engine.
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Companies are looking for ways to reduce fuel consumption and emissions. This is the Seakite. The tanker is kitesurfing to assist the main engine.

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How does Fuel get into your engine .

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This is how a v8 engine consumes fuel
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Ever wondered why pilots sometimes shut down one engine after landing? Once clear of the runway, a twin-engine aircraft may use single-engine taxi to the gate. The remaining engine provides enough thrust to move the aircraft while the other is shut down. The main reasons? Fuel savings, reduced engine wear, lower emissions and less noise. It’s not always used ; aircraft procedures, weather, ramp conditions and operational requirements determine whether it’s appropriate ✈️
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Ever wondered why pilots sometimes shut down one engine after landing? Once clear of the runway, a twin-engine aircraft may use single-engine taxi to the gate. The remaining engine provides enough thrust to move the aircraft while the other is shut down. The main reasons? Fuel savings, reduced engine wear, lower emissions and less noise. It’s not always used ; aircraft procedures, weather, ramp conditions and operational requirements determine whether it’s appropriate ✈️

Aviation Reporter

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Most people have heard of nitrous oxide, but very few understand why injecting this gas can allow a piston engine to go from 450 horsepower to more than 2,000 horsepower. Nitrous oxide N₂O is not fuel. It is an oxygen carrier. Inside the combustion chamber, extreme heat breaks it down, releasing additional oxygen that allows the engine to burn far more fuel than it normally could. But the hard part is not adding nitrous. The real engineering challenge is controlling the explosion, precisely balancing nitrous flow, fuel delivery, ignition timing and cylinder temperatures. Too little fuel creates a melted engine. Too much destroys the power advantage.
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Most people have heard of nitrous oxide, but very few understand why injecting this gas can allow a piston engine to go from 450 horsepower to more than 2,000 horsepower. Nitrous oxide N₂O is not fuel. It is an oxygen carrier. Inside the combustion chamber, extreme heat breaks it down, releasing additional oxygen that allows the engine to burn far more fuel than it normally could. But the hard part is not adding nitrous. The real engineering challenge is controlling the explosion, precisely balancing nitrous flow, fuel delivery, ignition timing and cylinder temperatures. Too little fuel creates a melted engine. Too much destroys the power advantage.

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A detailed unofficial animation of the full-flow Fuel Turbopump stack in the SpaceX #Raptor2 rocket engine that powers the Superheavy and Starship. Countdown to IFT3!
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This is one of the best "chassis vs engine" clips I've ever seen
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