CARBURETION

4.2.1 INTRODUCTION
Spark-ignition engines normally use volatile liquid fuels. Preparation of fuel-air mixture is done outside the engine
cylinder and formation of a homogeneous mixture is normally not completed in the inlet manifold. Fuel droplets
which remain in suspension continue to evaporate and mix with air even during suction and compression processes.
The process of mixture preparation is extremely important for spark-ignition engines. The purpose
of carburetion is to provide a combustible mixture of fuel and air in the required quantity and quality for efficient
operation of the engine under all conditions.
4.2.2 DEFINITION OF CARBURETION
The process of formation of a combustible fuel-air mixture by mixing the proper amount of fuel with air before
admission to engine cylinder is called carburetion and the device which does this job is called a carburetor.
4.2.3 FACTORS AFFECTING CARBURETION
Of the various factors, the process of carburetion is influenced by
(i) the engine speed
(ii) the vaporization characteristics of the fuel
(iii) the temperature of the incoming air and
(iv) the design of the carburetor
Since modern engines are of high speed type, the time available for mixture formation is very limited. For example,
an engine running at 3000 rpm has only about 10 milliseconds (ms) for mixture induction during intake stroke.
When the speed becomes 6000 rpm the time available is only 5 ms. Therefore, in order to have high quality
carburetion (that is mixture with high vapor content) the velocity of the air stream at the point where the fuel
injected has to be increased. This is achieved by introducing a venturi section m the path of the air. The fuel is
discharged from the main metering jet at the minimum cross section of the venturi (called throat)
Other factors which ensure high quality carburetion within a short period are the presence of highly volatile
hydrocarbons in the fuel. Therefore suitable evaporation characteristics of the fuel indicated by its distillation
curve, are necessary for efficient carburetion especially at high engine speeds.
The temperature and pressure of surrounding air has a large influence on efficient carburetion. Higher
atmospheric air temperature increase the vaporization of fuel (percentage of fuel vapor increases with increase in
mixture temperature and produces' a more homogeneous mixture. An increase m atmospheric temperature,
however, leads to a decrease in power output of the engine when the air-fuel ratio is constant due to reduced mass
flow into the cylinder or, in other words, reduced volumetric efficiency.
The design of the carburettor, the intake system and the combustion chamber have considerable
influence on uniform distribution of mixture to the various cylinders of the engine. Proper design of carburetor
elements alone ensures the supply of desired composition of the mixture under different operating conditions of the
engine.
4.4 AIR-FUEL MIXTURES
An engine is generally operated at different loads and speeds. For this, p:operai:-fuel mixture should be supplied to
the engine cylinder. Fuel and air are mixed to form three different types of mixtures.
(i) Chemically correct mixture
(ii) Rich mixture and
(iii) Lean mixture
Chemically correct or stoichiometric mixture is one in which there is just enough air for complete combustion
of the fuel. For example, to burn one kg of octane completely 15.12 kg of air is required. Hence chemically correct
AI F ratio for Octane is 15.12:1; usually approximated to 15:1. This chemically correct mixture will vary only slightly
in numerical value between different hydrocarbon fuels. It is always computed from the chemical equation for
complete combustion for a particular fuel. Complete combustion means all carbon in the fuel is converted to CO2
and all hydrogen to H2O
A mixtu.re which contains less air than the stoichiometric requirement is called a rich mixture (example, A/F
ratio of 12:1, 10:1 etc.).
A mixture which contains more air than the stoichiometric requirement is called a lean mixture (example, A/F
ratio of 17:1,'20:1 etc.).
There is, however, a limited range of AI F ratios in a homogeneous mixture, only within which combustion in an SI
engine will occur. Outside this the ratio is either too rich or too lean to sustain flame propagation. This range of
useful AI F ratio runs from approximately 9:1 (rich) to 19:1(lean) as indicated in Fig.4.1

Fig. 4.1 Useful Air-Fuel Mixture Range of Gasoline

The carburetor should provide an AI F ratio in accordance with engine operating requirements and this ratio must
be within the combustible range.
8.5 MIXTURE REQUIREMENTS AT DIFFERENT LOADS AND SPEEDS
The air-fuel ratio at which an engine operates has a considerable influence on its performance. Consider an engine
operating at full throttle and constant speed with varying AI F ratio. Under these conditions, the A/F ratio
will affect both the power output and the brake specific fuel consumption, as indicated by the typical curves shown
in Fig.4.2. The mixture corresponding to the maximum output on the curve is called the best power mixture with an
AI F ratio of approximately 12:1. The mixture corresponding to the minimum point on the bsfc curve is called the
best economy mixture. The AI F ratio is approximately 16:1. It may be noted that the best power mixture is much
richer than the chemically correct mixture and the best economy mixture is slightly leaner than the chemically
correct.
Figure 4.2 is based on full throttle operation. The AI F ratios for the best power and best economy at
part throttle are not strictly the same as at full throttle. If the AI F ratios for best power and best economy are
constant over the full range of throttle operation and if the influence of other factors is disregarded, the ideal fuel
metering device would be merely a two position carburetor. Such a carburetor could be set for the best power
mixture when maximum performance is desired and for the best economy mixture when the primary consideration
is the fuel economy. These two settings are indicated in Fig.4.3 by the solid horizontal lines X-X' and ZZ',
respectively. Actual engine requirements, however, again preclude the Use of such a simple and convenient
arrangement. These requirements are discussed in the succeeding section.
Under normal conditions it is desirable to run the engine on the maximum economy mixture, viz.,
around 16:1 air-fuel ratio: For quick acceleration and for maximum power, rich mixture, viz., 12:1 air-fuel ratio is
required.

Fig. 4.2 Variation of Power Output and bsfc Fig. 4.3 Anticipated Carburettor Performance to
with A/F ratio for an SI Engine fulfill Engine Requirements

4.6 AUTOMOTIVE ENGINE AIR-FUEL MIXTURE REQUIREMENTS

Actual air-fuel mixture requirements in an automotive engine vary considerably from the ideal conditions discussed
in the previous section. For successful operation of the engine, the carburetor has to provide mixtures which follow
the general shape of the curve ABCD (single cylinder) and A'B'C'D' (multicylinder) in Fig.4.3 which represents a
typical automotive engine requirement. The carburetor must be suitably designed to meet the various engine
requirements.
As indicated in Fig.4.3 there are three general ranges of throttle operation. In each of these, the automotive
engine requirements differ. As a result, the carburetor must be able to supply the required air-fuel ratio to satisfy
.these demands. These ranges are:
(i) Idling (mixture must be enriched)
(ii) Cruising (mixture must be leaned)
(iii) High Power (mixture must be enriched)
4.6.1 Idling Range
An idling engine is one which operates at no load and with nearly closed throttle. Under idling conditions, the
engine requires a rich mixture, as indicated by point A in Fig.4.3. This is due to the existing pressure conditions
within the combustion chamber and the intake manifold which cause exhaust gas dilution of the fresh charge. The
pressures indicated in Fig.4.4 are representative values which exist during idling. The exhaust gas pressure at the
end of the exhaust stroke does not vary greatly from the value indicated in Fig.4.4, regardless of the throttle
position. Since, the clearance volume is constant, the mass of exhaust gas in the cylinder at the end of the
exhaust stroke tends to remain fairly constant throughout the idling range. The amount of fresh charge brought in
during idling, however, is much less than that during full throttle operation, due to very small opening of the
throttle (Fig.4.4). This results in a much larger proportion of exhaust gas being mixed with the fresh charge under
idling conditions. Further, with nearly closed' throttle the pressure in the intake manifold is considerably below
atmospheric due to restriction to the air flow. When the intake valve opens, the pressure differential between the
combustion chamber and the intake manifold results in initial backward flow of exhaust gases into the intake
manifold. As the piston proceeds down on the intake stroke, these exhaust gases are drawn back into the cylinder,
along with the fresh charge.
Fig. 4.4 Schematic Diagram of Combustion Chamber and Induction System at the start of Intake
Stroke

As a result, the final mixture of fuel and air in the combustion chamber is diluted more by exhaust gas. The
presence of this exhaust gas tends to obstruct the contact of fuel and air particles - a requirement necessary
for combustion. This results in poor combustion and, as a result, in loss of power. It is, therefore, necessary to
provide more fuel particles by richening the air-fuel mixture. 'This richening increases the probability of contact
between fuel and air particles and thus improves combustion.
As the throttle is gradually opened from A to B, (Fig.4.3), the pressure differential between the inlet manifold
and the cylinder becomes smaller and the exhaust gas dilution of the fresh charge diminishes. Mixture
requirements then proceed along line AB (Fig.4.3) to a leaner A/ F ratio required for the cruising operation.
4.6.2 Cruising Range
In the cruising range from B to C (Fig.4.3), the exhaust gas dilution problem is relatively insignificant. The primary
interest lies in obtaining the maximum fuel economy. Consequently, in this range, it is desirable that
the carburetor provides the engine with the best economy mixture.
8.6.3 Power Range
During peak power operation the engine requires a richer mixture, as indicated by the line CD (Fig.4.3), for the
following reasons
(i) To provide best power: Since high power is desired, it is logical to transfer the economy settings of the cruising
range to that mixture which will produce the maximum power, or a setting in the vicinity of the best power mixture,
usually in the range of 12:1.
(ii) To prevent overheating of exhaust valve and the area near it: At high power, the increased mass of gas at
higher temperatures passing through the cylinder results in the necessity of transferring greater quantities of heat
away from critical areas such as those around the exhaust valve. Enrichening the mixture reduces the flame
temperature and the cylinder temperature. This reduces the cooling problem and also reduces the tendency to
damage exhaust valves at high power. In the cruising range, the mass of charge is smaller and the tendency to
burn the exhaust valve is not as high. In an automobile engine, indication of knocking is available in the form of an
audible sound and the operator can of an au make the engine operating conditions less stringent by releasing the
throttle or by shifting to a lower gear. Furthermore automobile engines generally operate well below full power,
and a complicated and expensive system for enrichment for this purpose is not economically feasible, although
some means of richening at high power is usually incorporated. For aircraft engine installations, the complication
and expense is justified because of the necessity to increase power during takeoff.
Figure 4.3, then, is better representative of typical engine requirements of the carburetor. Automobile
engine requirements are similar in the idling and cruising ranges but tend to be relatively lower or less rich, in the
power range (C to D in Fig.8.5). A more representative engine requirement curve for automobiles is shown in
Fig.4.5. The portion of the curve from D to E indicates the requirements after the throttle is wide open and the load
is further increased.

Fig. 4.5 Performance Curve of an Automobile Carburettor

4.7 PRINCIPLE OF CARBURETION

Both air and gasoline are drawn through the carburetor and into the engine cylinders by the suction created by the
downward movement of the piston. This suction is due to an increase in the volume of the cylinder and a
consequent decrease in the gas pressure in this chamber. It is the difference in pressure between the atmosphere
and cylinder that causes the air to flow into the chamber. In the carburetor, air passing into the combustion
chamber picks up fuel discharged from a tube. This tube has a fine orifice called carburetor jet which is exposed to
the air path. The rate at which fuel is discharged into the air depends on the pressure difference or pressure head
between the float chamber and the throat of the venturi and on the area of the outlet of the tube. In order that the
fuel drawn from the nozzle may be thoroughly atomized; the suction effect must be strong and the nozzle outlet
comparatively small. In order to produce a strong suction, the pipe in the carburetor carrying air to the engine is
made to have a restriction. At this restriction called throat due to increase in velocity of flow, suction effect is
created. The restriction is made in the form of a venturi as shown in Fig.4.6 to minimize throttling losses. The end of
the fuel jet is located at the venturi or throat of the carburetor.
The geometry of venturi tube is as shown in Fig.4.6. It has a narrower path at the centre so that the flow
area through which the air must pass is .considerably reduced. As the same amount of air must pass through every
point in the tube, its velocity will be greatest at the narrowest point. The smaller the area, the greater will be the
velocity of the air, and thereby the suction is proportionately increased (see the manometer in the Fig.4.6).

Fig. 4.6 Operation of the Venturi Tube

As mentioned earlier, the opening of the fuel discharge jet is usually located where the suction is maximum.
Normally, this is just below the narrowest section of the venturi tube. The spray of gasoline from the nozzle
and the air entering through the venturi tube are mixed together in this region and a combustible mixture is formed
which passes through the intake manifold into the cylinders. Most of the fuel gets atomized and simultaneously a
small part will be vaporized. Increased air velocity at the throat of the venturi helps the rate of evaporation of fuel.
The difficulty of obtaining a mixture of sufficiently high fuel vapor-air ratio for efficient
starting of the engine and for uniform fuel-air ratio in different cylinders (in case of multicylinder engine) cannot be
fully met by the increased air velocity alone at the venturi throat.
4.8 THE SIMPLE CARBURETTOR
Carburetors are highly complex. Let us first understand the working principle of a simple or elementary carburetor
which provides an air-fuel mixture for cruising or normal range at a single speed. Later, other mechanisms to
provide for the various special requirements like starting, idling, variable load and speed operation 'and
acceleration will be included. Figure 4.7 shows the details of a simple carburetor.
The simple carburetor mainly consists of a float chamber, fuel discharge nozzle and a metering orifice, a
venturi, a throttle valve and a choke. The float and a needle valve system maintains a constant level of gasoline in
the float chamber. If the amount of fuel in the float chamber falls below the designed level, the float goes down,
thereby opening the fuel supply valve and admitting fuel. When the designed level has been reached, the float
closes the fuel supply valve thus stopping additional fuel flow from the supply system. Float chamber is vented
either to the atmosphere or to the upstream side of the venturi. .
During suction stroke air is drawn through the venturi. As already described, venturi is a tube of
decreasing cross-section with a minimum area at the throat. Venturi tube is also known as the choke tube and
is so shaped that it offers minimum resistance to the air flow. As the air passes through the venturi, the velocity
increases reaching a maximum at the venturi throat. Correspondingly, the pressure decreases reaching a
minimum. From the float chamber, the fuel is fed to a discharge jet, the tip of which is located in the throat of the
venturi. Because of the differential pressure between the float chamber and the throat of the venturi, known as
carburetor depression, fuel is discharged into the air stream. The fuel discharge is affected by the size of the
discharge jet and it is chosen to give the required air-fuel ratio. The pressure at the throat at the fully open throttle
condition lies between 4 to 5 cm of Hg, below atmosphere and seldom exceeds 8 cm Hg below atmospheric. To
avoid overflow of fuel through the Jet, the level of the fluid in the float chamber is maintained at a level slightly
below the tip of the discharge jet. This is called the tip of the nozzle. The difference in the height between the top of
the nozzle and the float chamber level is marked z in Fig.4.7.
The gasoline engine is quantity governed, which means that when power output is to be varied at a particular
speed, the amount of charge to be delivered to the cylinder is varied. This is achieved by means of a throttle.
 Fig. 4.7 The Simple Crburetor

valve usually of the butterfly type which is situated after the venturi tube. As the throttle is closed less air flows
through the venturi tube and less is the quantity of air-fuel mixture delivered to the cylinder and hence power
output is reduced. As the throttle is opened, more air flows through the choke tube resulting in increased quantity
of mixture being delivered to the engine. This increases the engine power output.
A simple carburetor of the type 'described above suffers from a fundamental drawback in that it provides the
required A/ F ratio only at one throttle position. At the other throttle positions the mixture is either leaner or richer
depending on whether the throttle is opened less or more. As the throttle opening is varied, the air flow varies and
creates a certain pressure differential between the float chamber and the venturi throat. The same pressure
differential regulates the flow of fuel through the nozzle. Therefore, the· velocity of flow of air and fuel vary in a
similar manner. At the same time, the density of air decreases as the pressure at the venturi throat decreases with
increasing air flow whereas that of the fuel remains unchanged. This results in a simple carburetor producing a
progressively rich mixture with increasing throttle opening. The mathematical analysis of the performance of a
simple carburetor is given in the next section.
4.9 CALCULATION OF THE A/F RATIO
A simple carburetor with the tip of the fuel nozzle h meters above the fuel level in the float chamber is shown in
Fig.4.7. It may be noted that the density of air is not the same at the inlet to the carburetor (section A-A, point 1)
and the venturi throat (section B-B, point 2). The calculation of exact air mass flow involves taking this change in
density or compressibility of air into account. Applying the steady flow energy equation to sections A-A and B-B and
assuming unit mass flow of air, we have
In order to calculate the air-fuel ratio, mass flow of air and mass of fuel are to be calculated.
Air mass flow: When the air is considerd as incompressible, Bernoulli’s theorem is applicable to air flow. Hence
assuming U1 ≈ 0

p1 p2 2
C2
- =
ρa ρa 2

C2 =
√[ √ ]
2
P1−P 2
ρA
ṁa= A 2 C 2 ρ a=A 2 2 ρa ( p1− p2 )

ṁaactual = Cda A2 √ 2 ρ a ( p1− p 2 )

Fuel mass flow: Applying Bernoulli’s theorem, we get
 p1 p2 2
Cf
- = + gz
ρf ρf 2
where ρf is the density of fuel, Cf is the fuel velocity at the nozzle exit and z is the height of the nozzle exit above
the level of fuel in the float bowl

Cf = √ 2 ¿¿
Mass flow rate of fuel, ṁf = Af Cf ρf = Af √ 2 ρf ( p1− p2 −gz ρf ) (4.1)

where Af is the cross-section of the nozzle and ρf is the density of fuel.

ṁf = C df A f √ 2 ¿¿
where C df is the coefficient of dischargefor fuel nozzle

ṁa
A/F ratio =
ṁf

=
Cda A2
C df A f √ ρa ( p 1− p2 )
ρf ( p1− p 2−gz ρf )

If z = 0

√
ṁa ṁ A ρ a
= a 2
ṁf ṁf A f ρf
4.9.2 Air-Fuel Ratio Provided by a Simple Carburetor
(i) It is clear from expression for ṁf (Eq.4.1) that if (p1 –p2) is less than gzpf there is no fuel flow and this can
happen at very low air flow. As the air flow increases, (p1 –p2) increases and when (p1 – p2) > gzpf the fuel flow
begins and increases with increase in the differential pressure.
(ii) At high airflows where (p1 –p2) is large compared to gzpf,the fraction gzpf/ (p1 –p2) becomes negligible and
the air-fuel ratio approaches

√
ṁa ṁ A ρ a
= a 2
ṁf ṁf A f ρf

. (iii) A decrease in the density of air reduces the value of air-fuel ratio (i.e. mixture becomes richer). It happens at
(a) high air flow rates where (p1 –p2) becomes large and ρf decreases
(b) high altitudes where the density of air is low.
4.9.3 Size of a Carburetor
The size of a carburetor is generally given in terms of the diameter of the venturi tube in mm and the jet size in
hundredths of a millimeter. The calibrated jets have a stamped number which gives the flow in ml/min under a head
of 500 mm of pure benzol.
For a venturi of 30 to 35 mm size (having a jet size which is one sixth of venturi size) the pressure
difference (PI - P2) is about 50 mm of Hg. The velocity at throat is about 90- 100 mls and the coefficient of
discharge for venturi C dais usually 0.85.
4.10 ESSENTIAL PARTS OF A CARBURETOR
A carburetor consists essentially of the following parts:
(i) fuel strainer
(ii) float chamber
(iii) main fuel metering and idling nozzles
(iv) choke and throttle
The various parts mentioned above are discussed briefly in the following sections.
8.10.1 The Fuel Strainer
As the gasoline has to pass through a narrow nozzle exit there is every possibility that the nozzle may get clogged
during prolonged operation of the engine. To prevent possible blockage of the nozzle by dust particles, the gasoline
is filtered by installing a fuel strainer at the inlet to the float chamber (Fig.4.8). The strainer consists of a fine wire
mesh or other type of filtering device, cone shaped or cylindrical shaped. The strainer is usually removable so that
it can be taken out and cleaned thoroughly. It is retained in its seat by a strainer plug or a compression spring.
8.10.2 The Float Chamber
The function of a float chamber in a carburetor is to supply the fuel to the nozzle at a constant pressure head. This
is possible by maintaining a constant level of the fuel in the float bowl. The float in a carburetor is designed to
control the level of fuel in the float chamber. This fuel level must be maintained slightly below the discharge nozzle
outlet holes in order to provide the correct amount of fuel flow and to prevent leakage of fuel from the nozzle when
the engine is not operating. The arrangement of float mechanism in relation to the discharge nozzle is shown in
Fig.4.9.

Fig. 4.8 Strainer Fig. 4.9 Float Chamber

When the float rises with the fuel coming in, the fuel supply valve closes and stops the flow of fuel into the
chamber. At this point, the level of the fuel is correct for proper operation of the carburetor. As shown in Fig.4.9, the
float valve mechanism includes a fuel supply valve and- a pivot. During the operation of the carburetor, the float
assumes a position slightly below its highest level to allow a valve opening sufficient for replacement of the fuel as
it is drawn out through the discharge nozzle.
4.10.3 The Main Metering and Idling System
The main metering system of the carburetor controls the fuel feed for cruising and full throttle operations
(Fig.4.1O). It consists of three principal units:
(i) the fuel metering orifice through which fuel is drawn from the float chamber
(ii) the main discharge nozzle
(iii) the passage leading to the idling system
The three functions of the main metering system are:
(i) to proportion the fuel-air mixture
(ii) to decrease the pressure at the discharge nozzle exit
(iii) to limit the air flow at full throttle
The automobile fitted with SI engine requires a rich mixture for idling and low speed operation (Fig.4.3). Figure 4.10
shows a schematic diagram of a carburetor highlighting the main metering and idling system. Usually
air-fuel ratio of about 12:1 is required for idling. In order to provide such rich mixture, during idling, most of the
modern carburetors incorporate special idling system in their construction. 'This consists of idling fuel passage
and idling ports as shown m Fig.4.1O. This system gets operational at starting, idling and very low speed running of
the vehicle engine and is non-operational when throttle is opened beyond 15% to 20%. When the throttle is
practically closed or marginally open, the very small quantity of air creates very little depression at the throat of the
venturi, and that is not enough to suck any fuel from the nozzle. .But very low pressure caused on the down-
stream side of the throttle due to suction stroke of the piston makes the fuel rise in the idling tube and the same is
discharged through the idling discharge port, directly into the engine intake manifold. Due to the low pressure
through idling air-bleed a small amount of air also is sucked. The idling air-bleed mixes air with gasoline drawn from
float chamber and helps it to vaporize and atomize it and pass on through the idle passage. The air bleed also
prevents the gasoline in the float chamber getting drained off through the idling passage due to syphon action,
when the engine is not in operation. With the opening of throttle and the engine passing through the idling range of
operation, the suction pressure at the idle discharge ports is not sufficient to draw the gasoline through the idling passage.
And the idling system goes out of action. There after main air flow increases and the cruising range of operation is
established. The desired fuel-air ratio for ratio for idling can be regulated by idling adjustment shown in Fig.4.1O.

Fig. 4.10 The Main Metering and Idling System Fig. 4.11 The Choke and the Throttle

Hot Idling Compensator. Some modern automobiles have this system the carburetor unit. Under certain
extremely hot operating conditions (with increased engine room temperature and also a high carburetor body
temperature) there is a tendency for the idling mixture to become too rich. This causes idling instability. The hot
idling compensator system (HIC) incorporates bi-metallic valve which admits air directly into the manifold in correct
quantity when needed. Thus the mixture richness is adjusted and stable idling is ensured.
4.10.4 The Choke and the Throttle
When the vehicle is kept stationary for a long period during cool winter seasons, may be overnight, starting
becomes more difficult. As already explained, at low cranking speeds and intake temperatures a very rich
mixture is required to initiate combustion. Sometimes air-fuel ratio as rich as 9:1 is required. The main reason is
that very large fraction of the fuel may remain as liquid suspended in air even in the cylinder. For initiating
combustion, fuel-vapor and air in the form of mixture at a ratio that can sustain combustion is required. It may be
noted that at very low temperature vapor fraction of the fuel is also very small and this forms combustible
mixture to initiate combustion. Hence, a very rick mixture must be supplied. The most popular method of providing
such mixture is by the use of choke valve. This is simple butterfly valve located between the entrance to the
carburetor and the venturi throat as shown in Fig.4.11. When the choke is partly closed, large pressure drop occurs
at the venturi throat that would normally result from the quantity of air passing through the venturi throat. The very
large depression at the throat inducts large amount of fuel from the main nozzle and provides a very rich mixture
so that the ratio of the evaporated fuel to air in the cylinder is within the combustible limits. Sometimes, the choke
valves are spring loaded to ensure that large carburetor depression and excessive choking does not persist after
the engine has started, and reached a desired speed. This choke can be made to operate automatically by means
of a thermostat so that the choke is closed when engine is cold and goes out of operation when engine warms up
after starting. The speed and the output of an engine is controlled by the use of the throttle valve, which is located
on the downstream side of the venturi. The more the throttle is closed the greater is the obstruction to the flow of
the mixture placed in the passage and the less is the quantity of mixture delivered to the cylinders. The decreased
quantity of mixture gives a less powerful impulse to the pistons and the output of the engine is reduced
accordingly. As the throttle is opened, the output of the engine increases. Opening the throttle usually increases
the speed of the engine. But this is not always the case as the load on the engine is also a factor. For example,
opening the throttle when the motor vehicle is starting to climb a hill may or may not increase the vehicle speed,
depending upon the steepness of the hill and the extent of throttle openirig. In short, the throttle is simply
a means to regulate the output of the engine by varying the quantity of charge going into the cylinder (Fig.4.11).
able to operate the vehicle between 25 to 60% of the throttle only. During such conditions the carburetor must be
able to supply nearly constant air-fuel ratio mixture which is economical (16:1). However, the tendency of a simple
carburetor is to progressively richen the mixture as the throttle starts.

4.11 COMPENSATING DEVICES

An automobile on road has to run on different loads and speeds. The road conditions play a vital role. Especially on
city roads, one may be able to operate the vehicle between 25 to 60% of the throttle only. During such conditions
the carburetor must be able to supply nearly constant air-fuel ratio mixture which is economical (16:1). However,
the tendency of a simple carburetor is to progressively richen the mixture as the throttle starts opening. The main
metering system alone will not be sufficient to take care of the needs of the engine. Therefore, certain
compensating devices are usually added in the carburetor along with the main metering system
so as to supply a mixture with the required air-fuel ratio. A number of compensating devices are in use. The
important ones are
(i) Air-bleed jet
(ii) Compensating jet
(iii) Emulsion tube
(iv) Back suction control mechanism
(vi) Auxiliary air port
As already mentioned, in modern carburetors automatic compensating devices are provided to maintain the desired
mixture proportions at the higher speeds. The type of compensation mechanism used determines metering system
of the carburetor. The principles of operation of various compensating devices are discussed briefly in the following
sections.

Fig. 4.12 Air-bleed principle in Typical Modern Carburetor

4.11.1 Air-bleed jet

Figure 4.12 illustrates a principle of an air-bleed system in a typical down-draught carburetor. As could be seen it it
contains an air-bleed into the main nozzle. The flow of air through this bleed is restricted by an orifice and therefore
it is called restricted air-bleed jet which is popular. When the engine is not operating the main jet and the air-bleed
jet will be filled with fuel. When the engine starts, initially the fuel starts coming through the main as well as the air
bleed jet (A). As the engine picks up, only air starts coming through the air bleed and mixes with fuel at B making
air-fuel emulsion.' Thus the fluid stream which has become an emulsion of air and liquid has negligible viscosity and
surface tension. Thus the flow rate of fuel is augmented and more fuel i$ sucked at low suctions. By proper design
of hole size at B compatible with the entry hole at A, it is possible to maintain a fairly uniform mixture ratio for the
entire power range of the operation of an engine. If the fuel flow nozzle of the air-bleed is placed in the center of
the venturi, both the air-bleed nozzle and the venturi are subjected to the same engine suction resulting
approximately same fuel-air mixture for the entire power range of the operation.
4.11.2 Compensating Jet
The principle of compensating jet device is to make the mixture leaner as the throttle opens progressively. In this
method, as can be seen from Fig. 4.13 in addition to the main jet, a compensating jet is incorporated. The
compensating jet is connected to the compensating well. The compensating well is vented to atmosphere like the
main float chamber. The compensating well is supplied with fuel from the main float chamber through a restricting
orifice. With the increase in air flow rate, there is increase of fuel level in the compensating well, with the result that
fuel supply through the compensating jet decreases. When compensating jet thus progressively makes the mixture
leaner, the main jet progressively makes the mixture richer. The sum of the two tends to keep the fuel-air mixture
more or less constant as shown in Fig.4.14. The main jet curve and the compensating jet curve are more or less
reciprocals of each other.
8.11.3 Emulsion Tube
The mixture correction is attempted by air bleeding in modern carburetor. In one such arrangement as shown in
Fig.4.15, the main metering jet is kept at a level of about 25 mm below the fuel level in the float chamber.
Therefore, it is also called submerged jet. The jet is located at the bottom of a well. The sides of the well have holes.
As can be seen from the figure these holes are in communication with the atmosphere. In the beginning
the level of petrol in the float chamber and the well is the same. When the throttle is opened the pressure at the
venturi throat decreases and petrol is drawn into the air stream. This results in progressively uncovering the
holes in the central tube leading to increasing air-fuel ratios or decreasing richness of mixture when all holes have
been uncovered. Normal flow takes place from the main jet. The air is drawn through these holes in the well, and
the fuel is emulsified and the pressure differential across the column of fuel is not as high as that in simple
carburetor.
4.11.4 BACK SUCTION CONTROL MECHANISM
Figure 4.16 gives the details of back suction control device. In this device, the top of the fuel float chamber is
connected to air entry by means of a large vent line fitted with a control valve. Another line with a small orifice
connects the top of the fuel float chamber with the venturi throat. When the control valve is completely open, the
vent line is unrestricted and the pressure (p1) in the float chamber is atmospheric and the throat pressure
will be P2. So the pressure differential acting on the orifice is (P1 – P2). If the valve is closed, the float chamber
pressure will equalize with the pressure at the venturi throat and no fuel can flow. By proper adjustment of the
control valve, the required pressure differential can be obtained in the float chamber. Thus altering the quantity of
fuel discharged from the nozzle the required air-fuel ratio mixture can be achieved. This method is employed only
in large carburetors.
8.11.5 Auxiliary Valve
Figure 4.17 shows a simplified picture of an auxiliary valve device for understanding the principle. When the engine
is not operating the pressure, P1 acting on the top of the auxiliary valve is atmospheric. The vacuum at the
Venturi throat increases (the throat pressure, P2 decreases) with increase in load. This pressure differential
(P1 – P2 lifts the valve against the tension of the spring. And as a result, more air is admitted and the mixture is
prevented from becoming rich.
8.11.6 / Auxiliary Port
Figure 8.18 shows an auxiliary port employed in a downdraught carburetor. If the butterfly valve is opened,
additional air passes through this port reducing the flow of air through the venturi. This means that ∆ p will be
comparatively smaller. As a result fuel drawn is reduced. This method was popular for aircraft carburetors to
compensate for the loss in density of air at high altitudes.

Fig. 4.13 Compensating Jet Device Fig. 4.14 Effect of Compensating Device on
Fuel-Air Ratio

4.12 ADDITIONAL SYSTEMS IN MODERN CARBURETORS

Apart from the above compensating devices there are few other systems normally used in modern carburetors for
meeting the requirement of vehicles. The details of the various systems are explained in the following sections.
4.12.1 Acceleration Pump System
Acceleration is a transient phenomenon. In order to accelerate the vehicle and consequently its engine, the mixture
required is very rich and the richness of the mixture has to be obtained quickly and very rapidly. In automobile
engines situations arise when it is necessary to accelerate the vehicle. This requires an increased output from the
engine in a very short time. If the throttle is suddenly opened there is a corresponding increase in the air flow.
However, because of the inertia of the liquid fuel, the fuel flow does not increase in proportion to the increase in air
flow. This results in a temporary lean mixture causing the engine to misfire and a temporary reduction in power
output. To prevent this condition, all modern carburetors are equipped with an accelerating system. Figure 4.19
illustrates simplified sketch of one such device. The pump comprises of a spring loaded plunger which takes care of
the situation with the rapid opening of the throttle valve. The plunger moves into the cylinder and forces an
additional jet of fuel at the venturi throat. When the throttle is partly open, the spring sets the plunger back. There
is also an arrangement which ensures that fuel in the pump cylinder is not forced through the jet when valve is
 Fig 4.15 Emulsion Tube Fig. 4.16 Back Suction Control Method

Fig 4.17 Auxiliary Valve Fig. 4.18 Auxiliary Port

slowly opened or leaks past the plunger or some holes into the float chamber. Mechanical linkage system, in some
carburetor, is substituted by an arrangement whereby the pump plunger is held up by manifold vacuum. When this
vacuum is decreased by rapid opening of the throttle, a spring forces the plunger down pumping the fuel through
the jet.
4.12.4 Economizer or Power Enrichment System
At the maximum power range of operation from 80% to 100% load, richer air-fuel ratio of about 12 to 14 is required
and at the maximum power, an air-fuel ratio of approximately 12 is expected. An economizer is a valve
which remains closed at normal cruise operation and gets opened to supply rich mixture at full throttle operation. It
regulates the additional fuel supply during the full throttle operation. The term economizer is rather misleading.
Probably as it does not interfere during cruising operation where an economy mixture is supplied it is called
economizer! It should more appropriately be called power enrichment system. Figure 4.20 shows the skeleton
outline of a metering rod economizer system. It allows a large opening to the main jet only when the throttle is
opened beyond a specified limit. The metering rod may be tapered or stepped.

Fig 4.19 Acceleration Pump System Fig. 4.20 Economizer or Power Enrichment
System

4.13 TYPES OF CARBURETORS

4.13.1 Depending on the direction of flow of air:
There are three types of carburetors depending on the direction of flow of air.
(i)Up draught type: Fig.4.21 (a) in which the air enters at the bottom and leaves at the top so that the direction of
its flow is upwards. The disadvantage of the up draught carburetor is that it must lift the sprayed fuel droplet by air
friction. Hence, it must be designed for relatively small mixing tube and throat so that even at low engine speeds

Fig 4.21 Types of Carburetors

the air velocity is sufficient to lift and carry the fuel particles along. Otherwise, the fuel droplets tend to separate
out providing only a lean mixture to the engine. On the other hand, the mixing tube is finite and small then it
cannot supply mixture to the engine at a sufficiently rapid rate at high speeds. In order to overcome this drawback
(ii) Downdraught type: [Fig.4.21 (b)]. It is placed at a level higher than the inlet manifold and in which the air and
mixture generally follow a downward course. Here the fuel does not have to be lifted by air friction as in the up
draught carburetors but move into the cylinders by gravity even if the air velocity is low. Hence, the mixing tube
and throat can be made large which makes high engine speeds and high specific outputs possible.
(iii) Cross-draught type: It consists of a horizontal mixing tube with a float chamber on one side of it
[Fig.4.21(c)]. By using a cross-draught carburetor in engines, one right-angled turn in the inlet passage is
eliminated and the resistance to flow is reduced.
8.13.2 Constant Choke /Constant vacuum Carburetor
(i) Constant Choke: In the constant choke carburetor, the air and fuel flow areas are always maintained to be
constant. But the pressure difference or depression which causes the flow of fuel and air is being varied as per the
demand on the engine. Solex and Zenith carburetors belong to this class.
(ii)Constant Vacuum Carburetor
In the constant vacuum carburetor, (sometimes called variable choke carburetor) air and fuel flow areas are being
varied as per the demand on the engine, while the vacuum is maintained to be always same. The S.U. and
Carter carburetors belong to .this class.
8.13.3 Multiple Venturi Carburetors
Multiple venturi system uses double [Fig.4.22 (a)] or triple' [Fig.4.22 (b)] venturi. The boost venturi is located
concentrically within the main venturi. The discharge edge of the boost venturi is located at the throat of the
main venturi. The boost venturi is positioned upstream of the throat of the larger main venturi. Only a fraction of
the total air flows though the boost venturi. Now the pressure at the boost venturi exit equals the pressure at
the main venturi throat. The fuel nozzle is located at the throat of the boost venturi. This arrangement results in the
following:
(i) High depression is created in the region of the fuel nozzle. Hence, better control over the fuel flow and
improved atomization are possible. At the boost venturi throat, velocity of air is as high as 200 m/s.
(ii) An annular blanket of air is formed. This blanket keeps the fuel (droplets of fuel) off the walls of the induction
tract.
(iii) Excellent low speed full throttle operation is possible.
(iv) More efficient mixing of the air and fuel is obtained without incurring an acceptable reduction in volumetric
efficiency. Volumetric efficiency reduces only slightly since only the portion of the incoming air is subjected to the
increased pressure drop.
Instead of two, three venturis arranged in series, are used in certain carburetors. Figure 4.22(b) shows a triple
venturi ·carburetor. There are three venturis namely, the primary venturi, the secondary venturi and the main
venturi. The outlet of the primary venturi is placed in the throat of the secondary venturi. The outlet of the
secondary venturi is situated in the throat of the main venturi.

Fig 4.22 Double Venturi Carburetor

8.13.4 Advantages of a Multiple Venturi System

(i) Reducing condensation of the fuel: In a multiple venturi system, the main jet discharges the fuel in .upward
direction into the primary venturi against the downward air stream. The fuel is atomized by the air stream. The fuel
thus atomized in the primary venturi is kept centrally located in the air stream by the primary venturi.
Besides, a blanket of air surrounding the primary venturi and passing into the secondary venturi, keeps the
atomized fuel centrally located m the air stream. By this process, the carburetor walls are protected from coming
into contact with the fuel for some distance there by reducing condensation.
(ii)High speed system: When the speed is to be increased from low to is opened wider, the air flows faster
through the primary venturi. This air flow produces a vacuum in the portion of the jet orifice. Due to this increase in
vacuum, additional fuel will be discharged from the main jet. A nearly constant air-fuel ratio is maintained by the
high speed system.
8.13.5 Multi-jet Carburetors
A single barrel carburetor has only one barrel, whereas a dual carburetor has two barrels. Each of these two barrels
in a, dual carburetor contains a fuel jet, a venturi tube, an idling system, a choke and a throttle. The float chamber
and the accelerating pump are common to both the barrels .
Passenger cars with six or more cylinders, are provided with dual carburetors. Each venturi supplies the air-
fuel mixture to half the cylinders.
Certain advantages of a dual carburetor over a single barrel carburetor are:
(i) The dual carburetor supplies a charge of the mixture to the cylinders which is uniform in quality.
(ii) Volumetric efficiency is higher in case of a dual carburetor.
(iii) The charge of the air-fuel mixture is distributed to each cylinder in a better manner.
(iv) The dual carburetor is compact in its design.
4.13.6 Multi-barrel Venturi Carburetor
Most of the automotive engines are fitted with single barrel carburetors. A single barrel carburetor has one outlet
connected to the intake manifold of the engine. This type of carburetor is used extensively on engines of six and
less number of cylinders.
Carburetor with two 'outlets connected to two intake manifolds are known as two barrel or two throat
carburetors. Such a unit is basically one with two carburetors. As such, it has two numbers of idling, high
speed, power and accelerating systems, two throttles, two chokes but with alternate cylinders in the firing order
(i.e. in the case of a six cylinder engine, one barrel supplies cylinders 1, 3 and 2 while the other barrel supplies
cylinders5, 6 and 4. A four barrel carburetor is used on V8 engine. It has four openings connected to the intake
manifold. Float system is common to all the four barrels.
In some designs, half of the multi-barrel carburetor operates as a unit during light load and cruising speeds.
This usually occurs up to 50° throttle plate opening. The other half of the carburetor acts as a supplementary unit
during top speed and full throttle operation. That portion of the carburetor which takes care of light load:::is called
primary side and the other portion is called secondary side. The throttle of the secondary unit remains closed
at lower engine speeds. It. starts to open when the air flow exceeds about 50% of the maximum engine air flow. It
is opened either mechanically or automatically by a vacuum operated diaphragm. The primary carburetor has all
the carburetor systems. The secondary carburetor does not contain idle, part throttle or choke systems. The
secondary barrel is usually larger cross sectional area.
The MIKUNI DIDS carburetor used in popular automobiles is a twin barrel, down draught, progressive
carburetor of modern design. Such a design ensures satisfactory low end flexibility at the same time achieving
maximum top end power. During low speed road driving conditions, when the air quantities inhaled by the engine
are small, only the primary barrel works. This ensures high venturi air velocity for proper atomization of the fuel.
Beyond certain predetermined operating conditions, when the air quantity increases, the throttle in the secondary
barrel is opened by the pneumatic compounding device. At high speed, full load conditions, both barrels are open,
and this provides adequate passage for the air flow. Multiple venturi devices are there in both the primary and
secondary barrels of the carburetor. The .secondary inner venturi helps to achieve a stronger depression at the
main jet/emulsion system thereby ensuring better atomization of the fuel.
Base on the principles discussed above different manufacturers of carburetors either for automobile or for
air-craft application have come out with different designs. It is beyond the scope of the present endeavor to discuss
the details of these devices.