Originally Posted by cause4panic

Originally Posted by abbaskhan

here you go...it seems that you cant apply it just anywhere... its best applied in certain areas

now we gotta figure our where to put it i guess

http://www.williamsmotowerx.net/images/valve2.jpg

http://www.popularhotrodding.com/tec.../photo_10.html

http://www.popularhotrodding.com/tec.../photo_04.html

heres a aircraft forum in which differnt people kinda explain why they dont use it.. basically

http://www.airliners.net/aviation-fo...ad.main/51641/


vortex generators do the same and the cost of manufacturing

and most important shape!!!

Now back to the original question: Dimples in golf *****, trip wires and other methods are there to induce turbulent flow and turbulent boundary layers. That makes sense for bluff bodies only. Because sleek, aerodynamic bodies (like an airplane wing for example) keep the flow attached even if it is laminar, by being as gradual as possible in joining the flow back together. And laminar airflow causes less skin friction drag than turbulent one. So an airplane would not benefit from dimples or trip wires.

Originally Posted by Coreyc619

the finer you can get the fuel the better. the more surface area from more droplets, the better the burn the more energy you can extract AND its more complete as far as emissions.

also. this is semi sorta related but in a harley engine. so if you arent interested in my redneck ways stop here.

my dad has a harley with a S&S super G, and one of their intakes. well after observing how horrible the atomization was when i was tuning it and watching rain drop sized fuel droplets entering the intake.. i decided to modify the intake manifold in an attempt to increase atomization post carburetor. the intake tracts are very short, and basically split from the central source (carb) and then run 180 degrees apart (opposite directions to feed each of the cylinders in the Vtwin) to fill each cylinder. i took a sharpie and drew what you would imagine sound waves to look like along the bottom, concave proximal to the inlet, and convex distal to the inlet. and carefully cut grooves on the bottom half of the intake exactly symmetrical on both sides to create a similar effect to what you are describing, using a specific bit that was perfect for the job (i was able to cut at a consistant depth by allowing the mandrel to stop my cutting depth. no damage). and then i cleaned up the rest with an 80 grit sanding roll. (these engines really are pretty disappointing from an "engineered to perform" standpoint.)

in the intangibles, this modification excelled. my dad was/is thrilled. throttle response was better, power was better especially in the midrange (which matches his cams). it used to fall on its face really bad at only 5200 rpm from running out of air, but now it'll pull to nearly 5500. and fuel milage increased just over 2mpg avg. from any other time in its life. pretty cool stuff and welcome results on an engine not known for doing anything all that well except making noise.