Effect of Combustion-Chamber Shape on the Performance of a Prechamber Compression-Ignition Engine Page: 4 of 26
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N.A.C.A. Technical Note No. 514
Fuel temperature (room) . . . 800 F.
Engine lubricating oil
temperature (out) . . . 1400 F.
Cooling water temperature
(out) . . ........ 1700 F.
Temperature of inlet air . . 950 Fe
The following apparatus and test conditions remained
unchanged in all tests except those in which each item
was varied separately and independently:
Engine speed ........ 1,500 r.p.m.
Fuel-injection pump . . . N.A.C.A. design 7A (cam-
operated constant
stroke)Injection period (at
1,500 r.p.m.) . . . .
Injection advance angle
Fuel-injection valve
Spray type . . .. ... . .
Nozzle type
Fuel-valve location .
Valve-opening pressure . .21 crankshaft degrees
30 to y7 (before top cen-
ter)
N.A.C.A. design 13 (spring-
loaded hydraulic)
conical, small angle
single orifice, 0.050-
inch diameter
location I (fig. 3)
3,500 pounds per square
inchThe volume of the auxiliary chamber was held at 50
percent of the total clearance throughout the majority of
the tests and the connecting passage was maIntaine- at
9
1-inch diameter or the equivalent area. Although those
are not the optimum proportions for auxiliary-chamber de-
sign, the sacrifice in performance is sufficiently small
(references 3 and 4) to justify their use to maintain con-
tinuity throughout the entire investigation.3
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Moore, C. S. & Collins, J. H., Jr. Effect of Combustion-Chamber Shape on the Performance of a Prechamber Compression-Ignition Engine, report, December 1934; (https://digital.library.unt.edu/ark:/67531/metadc54209/m1/4/: accessed April 19, 2024), University of North Texas Libraries, UNT Digital Library, https://digital.library.unt.edu; crediting UNT Libraries Government Documents Department.