[STIC fuel systems]

Newsletter #421

STIC designed it, miracle, stamp it.

? 1 The STIC inventor invented a new way to apply portions of the centrifuge process to separate the heavier hotter factions (parts) of the fuel from the lighter colder factions, (endothermic process) thus, leaving the colder factions behind in the central flow. It is important to note that the STIC process causes the central flow to have direction due to the STIC?s differential pressure drop; those details of directional flow will be provided later in this disclosure.

? 2 The STIC inventor then routed portions of the central flow?s outer peripheral into a separate chamber (outer connective cavity) to be processed by cooling and vaporizing these mixtures. These outer cavity flows, and forces are then thoroughly mixed (entrained) with the oxidizer (in this case ambient oxygen and nitrogen); this mixture is then subjected to a series of adiabatic expansion entrainment passages that now re-enters the central flows outer peripheral. These outer chamber flows and forces are vectored in the direction the central flows direction. Due to the central flows evacuation process within the central tube as it exits toward the main air flow; this effectively creates an evacuation void (vacuum) within the tube. As the central flow is continuous, this also creates a shearing vacuum at the points that connects the outer cavity with the central flow?s inner cavity. These connective adiabatic expansion passages progressively cool, mix, vaporize, and entrain the oxidizer (gas) with the hydrocarbon fuel (oil or other medium).

https://www.youtube.com/watch?v=Q_y2FvH2DHE

In the case of the Internal Combustion Engine (ICE) that is normally aspirated, the direction of flow is created by the engine?s piston displacement (suction of the piston down stroke, aka low-pressure), this directional flow may be created by gravity or pressure (or the prevailing atmospheric pressure) applied to the liquid surface flowing toward its intended direction.

The normal process of atmospheric pressure acting (higher pressure being applied) to the fuel surface area in the holding chamber (aka the float bowl) causes the fuel to flow toward the main air stream into the engine. The rate of flow toward the engine depends on a lower pressure created by the engine?s piston displacement during the intake stroke. In addition to the low pressure created by piston displacement, directional airspeed also plays a significant role in shearing pressure drops across the fuel outlets. Sounds pretty simple, however, the Internal Combustion Engine has other inherent (in-built) gremlins (glitches, problems) in the induction process that prevents this ideal scenario from happening as planned, thus, the differential pressure drop in a standard carburetor is mediocre (middle-of-the-road) at best.

Thorough detailed research by learned professors at State-of-the-art Universities, with scientist, engineers, and engine enthusiast over the last 100-years have discovered and revealed that the Internal Combustion Engine (ICE) during cranking, starting, and running, is subjected to numerous mysterious fluctuating dynamics that make the ideal combustion, intake, and exhaust calculations somewhat incalculable (unpredictable). In fact, it has been well-established through continuous processes; that it requires a series of trial and errors to discover what will work under certain conditions. This is substantiated by the fact that today?s engines consists of a multitude of engine sensors that measure every conceivable engine condition, and very sophisticated computers and injectors to make the engines perform as well as they do. When they could not figure out how to time the injectors to enter the combustion chamber in 60,000ths of a second, they resorted to sequential injection. When that did not work as well as they had planned, they resorted to turbo/super charging to overcome the ever-fluctuating intake dynamics.

There you have it, what a dilemma facing one that designs fuel systems without the aid of sensors, electronics, catalytic converters, etc. Well, STIC did it. The STIC uniquely creates several things to in fact react to the various engine conditions. Through the many STIC features such as the ?Auto Sensing,? ?Auto Selection,? and ?Auto Acceleration? the STIC automatically reacts to the inherent conditions whether it is a two stroke of four stroke. STIC?s SSST (STIC Solid State Technology) calibrates in real time, it reacts to input. for dyno reports email at vortex@sticfuel.us or call 715-479-STIC (7842). Go Figure, eh! Cheers

http://www.sticsupertorque.com/