carburetor switch function
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General buying guide: 5 must-have features in a new car
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standard Sport Chrono Package, which includes Dynamic Drivetrain Mounts, PSM Sport Mode, a rev-match function
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Review Post carburetor switch function
@Guys_Crush @Pink_Chinasa @EObidiegwu @IMSUGARH @AsapReplies @barry_ayo @JollyCanny @bamitohan @JoyliteUgwu @IkeChineduEmma1 @MarvisGains @davvydmoore I dont think it does bcos it's actual function is to pump fuel from the gas tank to the engine. even though sometimes localman go switch the knob of the fuel pump a bit sideways to reduce the flow of fuel to the engine. Wen fuel finish 4 carburetor machine go just die.
Review Q&A carburetor switch function
What is the function of a fuel pump in a car?
These are the functions of a car fuel pump: Fuel Pump Function Fuel pumps pump gasoline from the vehicle’s fuel tank to the engine and also distribute fuel under low pressure to the carburetor or to the fuel injection system under higher pressure. Carburetor engines utilize low pressure pumps, which are located outside of the fuel tank. Fuel-injected engines typically utilize electric fuel pumps mounted in the fuel tank. Mechanical Fuel Pump Mechanical fuel pumps typically contain a flexible diaphragm. The pump chamber volume is decreased or increased by flexing the diaphragm. A lever on the pump is operated via the camshaft, which pulls down the diaphragm and enables fuel to be drawn into the pump. A diaphragm spring pulls the diaphragm up, applying force that enables fuel to be expelled from the pump. Electric Fuel Pump Electric fuel pumps generate positive electrical pressure in fuel lines, which drives fuel to the internal combustion engine. An ignition switch activates a relay that manages the higher current necessary to increase fuel pressure. Visit ,Performance Car Parts Online
In sci-fi spaceships, is it better to have a control room full of buttons and switches or one full of touchscreens?
From a design perspective, the question is: what are you controlling and what information do you need? What are the parameters? A ship that is used for short times, using mature technology and has a large support network will have minimal controls. Most functions will be automated, much the way cars are. (We don’t have manual control of carburetor functions, oil or water flow for instance.) So a simple touch screen will be enough. The format might look something like this: A few, simple easy to read displays. If you need more information it’s capable of a deep dive, but normally all the complicated stuff is hidden to avoid unnecessary clutter. The program will tell you if something is wrong and what it is doing to correct it. A ship designed for months or years outside of a support network will be designed for the ability to make field repairs. You can still have the simple control screen, but you might need a second for diagnostics and repair schematics and instructions.
What does Fi mean in terms of motorbikes? How does it work?
FI stands for Fuel Injection system in motorcycles. There are basically two fuel flow systems first is the most commonly used i.e Carburetor system and the second is the Fuel Injection system. Both have the same function i.e mixing the air and fuel and supplying it to the engine block. A Carburetor supplies in in the form of big droplets through a hose pipe where as in a fuel injection system, there is an injector which supplies the fuel in the form of spray and the air filter supplies filtered air and the mixture is then supplied to the engine block. Another major difference is that in carburetor engine there are one or more spark plugs provided for igniting the fuel where as in fuel injection, a heater is provided just after the injector ports which is heated when you switch on the ignition and kill switch of the bike, it is similar to the cigarette lighters provided in some cars which get heated with the press of a button. So, as the fuel reaches in the form of fine droplets i.e spray form and the fuel is heated by the heater and the engine then runs normally. Hence, a fuel injection system is also more efficient than a carburetor system and also is a bit costlier than it. Hope this helps you. Thank You.
Does a carburetor in a motorcycle use fuel downhill with engine breaking?
First of all, carburettor don't use fuel. They mix fuel with air and supply to the engine as per the throttle demand. And going downhill, engines do use fuel as it is still running. Safety warning: never drive downhill in neutral or with engines switched off. Modern vehicles have many functions which are run on engine power and switching off the engine will stop the functions. Eg, braking
What is considered a modern car?
Question: “What is considered a modern car?” There were eight changes made to automobiles that over time sequentially gave us what we would now refer to as a modern car. The first was Kettering’s electric starter, introduced on the 1912 Cadillac and quickly adopted by all manufacturers. Prior to the electric starter, starting a car via a hand crank required hand, arm, and shoulder strength, effectively preventing either women or the elderly form owning and driving cars. Moreover, hand starting a car could be dangerous. If one forgot to retard the spark before turning the crank, the crank could kick back when a cylinder first fired, breaking your wrist or possibly your jaw. Kettering’s electric starter more than doubled the potential market for gasoline powered automobiles by making them easy for anyone to start. A big step away from horseless carriages towards the modern car occurred in 1914 when Dodge Brothers began selling a touring car with an all steel body designed for them by Edward G. Budd. Prior to this car bodies had been built with steel skins formed around joiner built wooden frames, a process that continued to be used by some American manufacturers through the 1920’s and is still used by the British Morgan company today. All steel construction was further advanced when in 1935 General Motors took advantage of the recently introduced 76-inch wide rolled steel sheet to build their more modern “turret top” line of cars that replaced the up until then necessary canvas panel in the center to the roof with an all steel top. This change not only improved the esthetics of the cars and reduced maintenance requirements (the canvas top panel had to be resealed each winter) but added strength and stiffness to the body structure. The next step on the way to modernity was the automatic transmission, first introduced in practical form by General Motors as the HydraMatic in 1939 for the 1940 Oldsmobile. The automatic transmission, besides reducing the effort needed to drive a car, greatly reduced the time it took someone to learn how to drive a car. You have to realize that, in the pre-war era, car ownership was not yet ubiquitous. Many families had yet to purchase their first car and were put off by the perceived difficulty involved in learning how to drive one. The automatic transmission thus expanded the market. (I should note that one of the reasons for the earlier popularity Henry Ford’s Model T was that it did not have a conventional clutch and gear shift but rather a very easy to learn pedal operated transmission. Many state motor vehicle departments at the time issued a separate, and easier to obtain, license for the Ford T that was applicable to that vehicle only.) The heavier the car, the greater were the forces necessary not only to turn that car but also to stop it. It took substantial leg strength to step on the brakes of a big car and bring it to a stop. Vacuum power brakes were another step towards modernity that eased the physical effort required to drive a car and expanded the market for those cars. The first vacuum assisted automobile braking system was patented by Dewander in 1927 and sold by the Robert Bosch Company. And there were complicated mechanical power brake assist systems such as one on the luxury Hispano-Suiza which was driven via a clutch off of the transmission output shaft. But power brakes really came into common use with the Bendix vacuum system which became available in the 1950’s on all GM cars as well as Lincoln, Mercury, Nash, and Hudson. The next step on the way to modernity was hydraulic power steering. First experimentally fitted to a heavy 1929 Pierce Arrow, power steering was introduced to the public as the HydraGlide by Chrysler on the 1951 Chrysler Imperial. Prior to power steering parallel parking a car took a great deal of effort, particularly in a large heavy car with large tires. The strength needed was so great that it was beyond the upper body strength of most women. Thus, the better cars, the large, heavy, powerful models, were regarded as “men’s cars”. And women preferred “light cars” i.e., cheaper and less desirable models. By allowing anyone to own and drive a powerful and luxurious car, power steering thus expanded the market for good cars. So far all the changes on the road to modernity involved mechanical improvements in the design of the car itself that decreased the strength and effort needed to operate the car and make it start, and stop and turn. The next step along this route involved catering to the comfort of the driver and his passengers. In 1939 Packard introduced car air conditioning. Now one could travel in comfort…in summer…even in places like Florida, or Georgia, or New Mexico! The next design change bringing us closer to what we consider to be a modern car was the introduction of the high compression engine by General Motors, the Rocket V-8, in the 1949 Oldsmobile. Engines, operating at higher compression ratios and with greater thermal efficiency, could now be powerful and fast and could also be compact and begin to be fuel efficient. The increased acceleration of the high compression engine made driving fun. The compactness of the V-8 allowed the stylists greater freedom and helped bring us the era of those gorgeous American designs from Harley Earl, Virgil Exner, and Raymond Lowey. And the greater fuel economy made the American family road trip a 1950’s ritual. All of these incremental changes (and more such as unit body construction pioneered by Nash) were necessary to bring us the modern car. But the single biggest change to engines came with the switch, beginning in the 1980’s, from analog mechanical control of an engine’s fuel and ignition to computerized engine management of these functions based upon feedback from an array of engine sensors. Prior to computerized engine management the degree of ignition advance (the point before top dead center of the piston’s travel in the bore on the compression stroke when the spark plug fired) was crudely determined by spring loaded weights spinning in the distributor’s centrifugal advance mechanism and/or a diaphragm that moved the position of the distributor points relative to the distributor cam lobes in relation to manifold vacuum. The fuel to air ratio was adjusted in steps determined by throttle position and which jets…high speed, idle, and sometimes intermediate…were engaged, and by a plunger called the accelerator pump which squirted extra fuel into the barrel of the carburetor when the throttle was abruptly pushed. That was it. To say it was crude is a gross understatement. Driven by the requirements of the EPA , California’s CARB, and Corporate Average Fuel Economy (CAFE) mandates, automotive engineers developed the precise engine management systems we have today. Those have given us reciprocating gasoline automobile engines that not only limit pollutants in the atmosphere and give us greatly increased fuel economy but have given us performance that was beyond the dreams of car owners only a couple of decades ago. The changes that have brought us the Modern Car have been incremental and sequential. It is fun to look back at the past and remember the really great cars we owned or perhaps wanted. But the great age of the car is NOW.
What do all the controls in an airplane's cockpit do?
Because there are so many things to control. Each is in duplicate on a different circuit breaker. Everything is duplicate so no one failure is likely to bring down an aircraft. Even on small planes there are a lot of duplicates. The engines run even with a dead battery and dead electrical system. Two spark plugs per cylinder with separate magnetos. Flashlight in the pocket to see the instruments in case of electrical failure at night. Big flashlight to land with. All of this is built in to a commercial airliner. ETA: I have two VOR's, 3 GPS's all with separate inputs and 2 backed by batteries, 1 standby vacuum system, weather on my moving map, lightning detection. I have had electrical failure, vacuum failure and turbo failure. None resulted in an incident or accident. The electrical failure I put the gear down and flew 10 minutes home...the battery still had power. If not, I would have extended the hydraulic pump hand, popped the circuit breaker, put the gear handle down and pumped until I could pump no more. If there is enough power in the battery I would see 3 green lights. The vacuum failure I pulled a know and had vacuum from the carburetor. I did have to pull some power back because the turbo feeds pressurized air to the carb. The turbo failure caused me to about a long flight 20 minutes into it and fly to the nearest major airport (10 miles) Commercial planes have backups and then indicators to see if the backups are working.
When did Harley Davidson motorcycles switch from kick-start to electric-start?
Good correct answers here, 1965 was the first year of electric start on the 1965 FLH. But I'm going to expound on it a little, from my unique perspective. I bought my 1965 pan in 1973 for $1100. from a burned out Jesus freak in El Lay. The bike had been stripped of most of it's accessories, but I still got the saddlebags, and no appreciable damage had been done to the bike. The electric start was there, and functioning.....barely! I say "barely" because the early first gen Prestolite starter systems were barely up to the task of turning over a 74 cubic inch motor that had sat out all night in the California cold at say, 40 degrees Fahrenheit, to say nothing of other states that get a lot colder! So....after owning the bike for 5 or 6 years, I discovered that I was KICKING it more than the push button would work! The early starters were shitty, and the solenoids went out regularly! Kicking the bike then had the added enjoyment of the huge car type battery box gouging into your leg on every kick, cuz it stuck out the side so far! Couple that with the ancient Linkert carb, and a charging system that seemed to fail overnight, the bike was being kicked....a LOT! Finally, I decided that if I was going to have to kick this thing forever, why not get rid of the bulky battery and box, starter and all the rest, losing 30 to 40lbs in the process. I went to the 58-64 horseshoe style oil bag, stuck in a small 12 v battery, discovered Mikuni carbs, and the rest is (enjoyable) kicking history. Nowadays my ol panhead has every upgrade I could give her, including an S&S "E" series carburetor, which pretty much guarantees a one or two kickstart every time. Just my .02 for the sake of panhead trivia.
What is the function of governors in an engine?
There are different types of governors. The ones that I am familiar with use a spring and a set of fly-weights. The spring’s only desire is to blow up the engine. The fly-weight’s only desire is to shut down the engine. These 2 things work together to keep the RPMs at the desired setting. There are others, like an older gasoline engine, that allow vacuum in or out of the carburetor. The vacuum switch is located in the distributor. I do not know how it works, but I do know how to by-pass it. I have by-passed hundreds of them in my years as a mechanic. In my opinion, they cause more problems than they help.
What stops a generator from running when put on the load?
Assuming the load isn’t to large for the generator I’ve found most of the time the cause to be the carburetor or governor. When it is under load the engine slows down suddenly until the governor opens the throttle up. If it’s not functioning correctly then the result is the engine dies. One quick way to check is have your hand on the throttle switch to load then manually open the throttle to catch it back up. If it continues to run you need to adjust your governor or you may have a broken/missing spring. Could be time for a carb rebuild as well. There are other causes but 9 times out of 10 in my experience it’s carb related. Hope you get it figured out.
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