On Tue, 20 Jun 2006 17:59:19 +0800, "TE Chea" <4ws@gmail.com> wrote:

> * via thermostat is [i] steel-piped next to & heat is transferred into
>rocker cover's breather hose
>http://www.autozone.com/images/cds/g...3d800cf9d1.gif
>, this heated air is then sucked through PCV valve & into intake
>manifold.chamber [ii] rubber-hosed into bottom of throttle body
>http://www.autozone.com/images/cds/g...3d800cf4a6.gif
>, & heat flows into the air passing throttle.
> Both designs make air intake & cylinder head unduly hot
>www.circletrack.com/techarticles/1822/ : whenever intake manifold
>heats up ( esp in long trips ), torque drops & warm-starts are difficult
>, both because hot air cannot expand much when heated. Ideal
>temperature of air to receive injectors' spray of petrol is just 40°C =
>104°F ( www.turborick.com/gsxr1127/gasoline.html para 10.2[7] ).
>Intake manifold where injectors spray petrol ( near cylinder head ) &
>chamber already get heat from manifold's contact with cylinder head,
>EAC & Fast Idle valves ( both heated by * ), certainly do not need
>more heat. If designer wanted manifold to heat up fast, then throttle
>body must have a thermostat to stop * inflow when throttle is heated
>to 40°C. These 2 designs make steep hill climbing slow & weak ; *
>& air intake will both be @ their hottest, & torque will be lowest (
>ironically, when torque is needed most ).
> After I disabled these 2 designs, in 28°C air, [i] chamber, manifold
>& cylinder head are cooler, benefits are many e.g. 1 can use ( cheaper
>) mineral oil & lower viscosity [ii] torque ( 5% > before ) does not
>drop after * heats up [iii] warm-starts are easier.

I think one of your modifications is allowing carbon monoxide into the
cabin.