picknose lets end it

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hey picknose heres my proof wheres yours
hey tard tell me what does an oxidation reaction??
yup
it sure pumps out that 02 real good
my old teach at the university of montana
sent me this as u can see it is copywritten
lmfao
hurc ast
Catalytic Converters Fouled plugs can cause unburned fuel to overheat the converter and melt the catalyst to a solid mass. If the O2 Sensor is not functioning properly it will give the ECU incorrect readings of exhaust gasses. The faulty sensor can cause an excessively rich or excessively lean condition. If the mixture is too rich, the catalyst can melt down. If the mixture is too lean, the converter is unable to convert the hydrocarbons into safe elements.
Oil or antifreeze entering the exhaust system can block the air passages by creating heavy carbon soot that coats the catalyst. These heavy carbon deposits will cause two problems. First, the carbon deposits prevent the catalytic converter from reducing harmful emission in the exhaust flow. And second, the carbon deposits clog the pores in the ceramic catalyst and block exhaust flow, increasing backpressure and causing heat and exhaust to back up into the engine compartment.
Your engine may actually draw burnt exhaust gasses back into the combustion chamber and dilute the efficiency of the next burn cycle. The result is a loss of power and overheated engine components.
____________________________________________________________________ BWAHAHAHAHAHAHAHAHAHA
Catalytic converters can be physically damaged as well. The catalyst contained inside a catalytic converter is made from a lightweight, thin-walled, fragile material. It is protected by a dense, insulating mat. This mat holds the catalyst in place and provides moderate protection against damage. Broken support hangers can cause the converter to bounce around and the result can be breakage of the mat. Rocks or other road debris can also hit the converter, causing the internal mat to break also. Off road vehicles often suffer this type of converter failure. Once this mat starts to break up, it will collect in the smaller passages and clog the converter.
The catalytic converter should last the lifetime of the vehicle it is installed in. if it does fail, it is most often a symptom of another problem. This problem must be identified and repaired or the new converter will fail in the same manner. You can keep it running well by keeping the ignition system in top shape and to prevent any unburnt fuel from entering the catalytic converter.
Here is an important safety reminder: Do not park your car over tall grass or piles of dry leaves. Your cars perfectly running catalytic converter gets very hot… enough to start fires!
Copyright © 2001 - 2003 Vincent T. Ciulla All Rights Reserved
Catalytic Converters The term Catalytic Converter covers the stainless steel box mounted in the exhaust system. Inside the cover is the catalyst, a ceramic or metallic base with an active coating incorporating alumina, ceria and other oxides and combinations of the precious metals platinum, palladium and rhodium. The base can be protected from vibration and shock by a resilient ceramic or metallic 'mat'
The main by-products of combustion are:
Nitrogen gas (N2): Our atmosphere is 78 percent nitrogen gas, and most of this passes right through the car engine.
Carbon Dioxide (CO2): A harmless, odorless gas composed of carbon and oxygen. It is also a greenhouse gas that contributes to global warming.
Water vapor (H2O): Another by-product of combustion.
Reduce Carbon Emissions
The hydrogen in the fuel bonds with the oxygen in the air.
These three emissions are mostly harmless, although carbon dioxide emissions are believed to contribute to global warming. However since the combustion process is never perfect, other more harmful emissions are produced in the process.
Carbon monoxide (CO): A colorless, odorless gas. It is poisonous and extremely dangerous in confined areas, building up slowly to toxic levels without warning if adequate ventilation is not available.
Hydrocarbons or volatile organic compounds (VOCs): Any chemical compound made up of hydrogen and carbon.
Oxides of nitrogen (NOx): Chemical compounds of nitrogen, they combine with hydrocarbons to produce smog.
These are the three main regulated emissions, and also the ones that catalytic converters are designed to reduce.
Catalytic converters can either be an oxidation or three-way type. Oxidation catalysts convert carbon monoxide (CO) and hydrocarbons (HC) to carbon dioxide (CO2) and water, but have little effect on nitrogen oxides (NOx) and particulate matter. Three-way catalysts operate in a closed-loop system together with a lambda, or oxygen, sensor to regulate the air/fuel ratio on gasoline engines. The catalyst can then at the same time oxidize CO and HC to CO2 and water while reducing NOx to nitrogen.
Most cars today are equipped with a three-way catalytic converter. The term Three-way refers to the three emissions it helps to reduce, carbon monoxide, hydrocarbons or volatile organic compounds (VOCs) and NOx molecules. The converter uses two different types of catalysts, a reduction catalyst and an oxidization catalyst. Both types consist of a base structure coated with a catalyst such as platinum, rhodium and/or palladium. The scheme is to create a structure that exposes the maximum surface area of the catalyst to the exhaust flow, while also minimizing the amount of catalyst required.
The inside of the catalytic converter is a honeycomb set of passageways or small ceramic beads coated with catalysts. A chemical reaction takes place to make the pollutants less harmful. There are many passages for the exhaust gases to flow, to allow for the maximum amount of surface area for the hot gases to pass.
In order to reduce emissions, modern car engines carefully control the amount of fuel they burn. They try to keep the air-to-fuel ratio very close to the stoichiometric point, which is the calculated ideal ratio of air to fuel. Theoretically, at this ratio, all of the fuel will be burned using all of the oxygen in the air. For gasoline engines the stoichiometric ratio is about 14.7:1. This means that for every pound of gasoline, 14.7 pounds of air will be burned. As engine and driving conditions change, this ratio changes as well. Sometimes it will run richer or leaner than the ideal 14.7:1.
The Reduction Catalyst: The reduction catalyst is the first stage of the catalytic converter. It uses platinum and rhodium to help reduce the NOx emissions. When an NO or NO2 molecule contacts the catalyst, the catalyst rips the nitrogen atom out of the molecule and holds on to it, freeing the oxygen in the form of O2. The nitrogen atoms bond with other nitrogen atoms that are also stuck to the catalyst, forming N2.
Oxidation Catalysts: Palladium (Pd) and platinum (Pt) metals in very small amounts convert the hydrocarbons of unburned gasoline and carbon monoxide to carbon dioxide and water. This catalyst aids the reaction of the CO and hydrocarbons with the remaining oxygen in the exhaust gas. But where did this oxygen come from?
Copyright © 2001 - 2003 Vincent T. Ciulla All Rights Reserved
Catalytic Converters The Control System: The third stage is a control system that monitors the exhaust stream, and uses this information to regulate the air/fuel mixture. There is an oxygen sensor mounted in front of the catalytic converter, meaning it is between the engine and the converter. The O2 sensor tells the engine ECU how much oxygen is in the exhaust.
The ECU can increase or decrease the amount of oxygen in the exhaust by adjusting the air/fuel mixture. In this way the ECU can make sure that the engine is running as close to the stoichiometric point, and also ensure there is enough oxygen in the exhaust to allow the oxidization catalyst to burn the unburned hydrocarbons and CO.
The catalytic converter does an efficient job of reducing the vehicle emissions, but there are ways it can be improved.
One of the biggest drawbacks is that it only works at a fairly high temperature. When you start your car cold, the catalytic converter does next to nothing to reduce the vehicle emissions.
The catalytic converter does an efficient job of reducing the vehicle emissions, but there are ways it can be improved. One of the biggest drawbacks is that it only works at a fairly high temperature. When you start your car cold, the catalytic converter does next to nothing to reduce the vehicle emissions.
The simplest solution is to move the catalytic converter closer to the engine. This allows hot exhaust gases to get to the converter and it heat it up faster. This could also reduce the life of the converter by exposing it to extremely high temperatures. Most carmakers position the converter under the front seats, just far enough from the engine to keep the temperature at a level that will not damage it.
The simplest solution is to move the catalytic converter closer to the engine. This allows hot exhaust gases to get to the converter and it heat it up faster. This could also reduce the life of the converter by exposing it to extremely high temperatures. Most carmakers position the converter under the front seats, just far enough from the engine to keep the temperature at a level that will not damage it.
Why do converters go bad? There are two ways a converter can fail, it can become clogged or it can be poisoned.
When catalytic converters fail they normally clog up with debris and block the flow of exhaust gas from getting out of the system. This will cause tremendous performance problems. In extreme cases it will prevent the vehicle from starting at all. Most of the time it just limits engine performance by choking the flow through the engine. So how do you check a catalytic converter without removing it from the car?? Sometimes an indication that a converter is clogged is that you don't go any faster when you push the gas pedal down. In addition there usually is a noticeable drop in fuel economy associated with a clogged catalytic converter. A totally clogged converter will cause the engine to die because of the increased backpressure.
There is no way for anyone to actually see a clog in a converter. Usually the only way to tell if a catalytic converter is clogged is to remove it and check the change in engine performance. When a mechanic suspects a clogged converter they may remove the O2 sensor from the exhaust pipe and see if there is a change in performance.
A catalytic converter relies on receiving the proper mix of exhaust gases at the proper temperature. Some engine oil additives or engine problems that cause the mixture or the temperature of the exhaust gases to change reduce the effectiveness and life of the catalytic converter. Leaded gasoline and the over-use of fuel additives can shorten the life of a catalytic converter considerably. Even some gasket sealers and cements can poison a converter.
A catalytic converter can also fail because of certain other factors. A number of problems could occur to the catalytic converter as the result of an engine that is out of tune. Any time an engine is operating outside proper specifications, unnecessary wear and damage may be caused to the catalytic converter as well as the engine itself. The damage is often the result of an incorrect air/fuel mixture, incorrect timing, or misfiring spark plugs. Any of these conditions could lead to a catalytic converter failure or worse.
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my old teach at the university of montana sent me this as u can see it is copywritten
lmfao
hurc ast
No he is not, and this is only his opinion which he is entitled too. He did not send it to you cut and pasted off this guys web article. I've know of this article for a long time, I do not agree. That is my opinion which I am entitled too as well. Have you no bottoming out in your stupid level?
http://autorepair.about.com/cs/generalinfo/a/aa080401a.htm
<snip>
http://autorepair.about.com/mbiopage.htm Vincent Ciulla has been a professional automotive technician for over 30 years and is a certified master technician with experience in both domestic and foreign cars and light trucks.
Experience: He has been a shop foreman in a BMW-Nissan-Volkswagen dealership overseeing the training of the techs in that shop and providing help with any special problems or diagnostics that develop. He has also been a lead technician of a large Nissan-Porshe-Ferrari-Lotus dealership overseeing a team of technicians and performing quality control on all serviced vehicles. He also has many years of experience working on passenger car diesel engines.
Education: He has been factory-trained by Ford, General Motors and Chrysler, as well as BMW, Nissan and Mercedes Benz. He has also attended hundreds of seminars and clinics for everything from anti-freeze to Z-bars as well as new model classes for every major make of automobile.
From Vince Ciulla: "Fixing your own car can be a fun and satisfying experience. I will show you how to fix your car correctly and safely, and have fun doing it. There's nothing like the feeling of doing a job well and having a person come back and say, 'My car has never run this good, Thanks.' I want to help you get that same feeling."
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On Fri, 18 Mar 2005 20:13:15 -0500, "pick one" <try again!> wrote:

lmfao
ast = university of montana auto engineering dept i said my old teacher sent me this TARD phone them ask for randy paul
see if he works there
its ok picknose U BEEN BEAT BY THE SEAL
bwhahahahahahaha
hurc ast
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Your old teacher did not send it to you. I'll believe that as soon as your buddy Bin Laden converts to Judaism. Does a Randy Paul work at the school you mentioned, maybe but so what, I doubt you keep in contact if you even went to that school.
What is the minimum average temperature needed to form NOx?
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On Fri, 18 Mar 2005 21:13:09 -0500, "pick one" <try again!> wrote:

Well.... Christianity, Judaism & the Muslim Faith all worship the same God, Christians regard Jesus as God, the other two only see him as a prophet.... so it could be said that Bin Laden's already 1/2 way to Judaism as it is ;-)
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Ya know, I think he has a Yamaka on his head and a cross around his neck, he just takes them off for the videos.
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"pick one" <try again!> wrote in message

What's the matter "collage boy" don't like the direction the question will take you? You have a clue where I'm going with that question? You had a lot to talk about in regards to NOx last year in a diesel engine thread.
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"pick one" <try again!> wrote in message

I know your doing a web search, then cutting and pasting the results and trying to make it look like your old "teach" sent it to you. What temperature does NOx form, you can say it in Celsius if you like I don't care, it's easy to convert.
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On Fri, 18 Mar 2005 23:07:34 -0500, "pick one" <try again!> wrote:

lmfao bwhahahahaha u been beaten by a CANADIAN
lmfao
hurc ast
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No answer? Should be an easy one for you. What is the minimum temperature for formation of NOx?
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"pick one" <try again!> wrote in message

Check mate.
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On Sat, 19 Mar 2005 00:42:59 -0500, "pick one" <try again!> wrote:

yup it is BWHAHAHAHAHAHA u been beaten BWHAHAHAHAHAHAHA
u go girl
hurc ast
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Come now "collage boy" the old teach give up on you? The answer is 2500 degrees Fahrenheit. You fail again. What is the average temperature of the exhaust gasses?
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http://www.slc.ca.gov/Division_Pages/DEPM/DEPM_Programs_and_Reports/BHP_Deep_Water_Port/DraftEIS-EIR/AppendixD_Air.doc
Selective Catalytic Reduction of NOX
SCR systems reduce NOX emissions by injecting ammonia (NH3) into the exhaust gas stream upstream of a catalyst matrix. NOx (NO and NO2), NH3, and oxygen (O2) react on the surface of the catalyst to form nitrogen (N2) and water (H2O) on a one-to-one molar basis. The exhaust gas must contain a minimum amount of oxygen and be within a particular temperature range (typically 850°F to 1100°F for simple-cycle, high-temperature catalysts) in order for the SCR system to operate properly. The temperature range is dictated by the catalyst material, which is typically made from noble metals, including metal oxides such as vanadium pentoxide and titanium dioxide, or zeolite-based material. The removal efficiency of an SCR system in good working order is typically 80 to 90 percent, depending on the amount of catalyst and ammonia used. Exhaust gas temperatures greater than the catalyst's upper temperature limit cause NOX and NH3 to pass through the catalyst unreacted.
As with SCRs, a CO oxidation catalyst removes pollutants from the engine exhaust gas rather than limiting pollutant formation at the source. Unlike SCRs, which requires the use of ammonia as a reducing agent, oxidation catalyst technology does not require the introduction of additional chemicals for the reaction to proceed. Rather, the oxidation of CO to CO2 utilizes the excess oxygen present in the engine exhaust (typically 15 percent) and the activation energy required for the reaction to proceed is lowered in the presence of the catalyst. Optimum operating temperatures for oxidation catalysts generally fall into the range of 700°F to 1100°F. At lower temperatures, CO conversion efficiency falls off rapidly. Above 1200°F, catalyst sintering may occur, thus causing permanent damage to the catalyst. Operation at part load or during start-up/shut-down would result in less than optimum temperatures and reduced control efficiency.
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On Fri, 18 Mar 2005 23:59:33 -0500, "pick one" <try again!> wrote:

lmfao stop your babbling u been beaten by the BEST
hurc ast
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You can't win if you don't answer..... the only person that's been beaten is the one that wont answer. You may be the "BEST"... but it sure ain't the "BEST" at what you're thinking.
The most intelligent things you have uttered are "BWAHAHAHA" and "u go girl". They must look real impressive on your resume...
I opened my dictionary to the word ' clueless'...... I'm pretty sure that it's your "special class" grad pic...
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Yea he's special, so special he rode the short bus.
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On Sat, 19 Mar 2005 01:47:21 GMT, 3 dog snipped-for-privacy@swatch.com wrote:

You're putting a lot of confidence in something that's riddled with IF's and CAN's. "Add to that, this little gem of information from the text you posted"

N0x.... Created in excess during high combustion temperatures..... Reduced with the aid of the EGR by the...'reintroduction' of exhaust gasses, cooling the subsequent combustion.
You do see where I'm going with this right?? ;-)
I'll totally ignore how a radiant form of energy "heat" is caused to backup.
PS You're not helping the University of Montana's reputation. You do realize this right?
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wrote:

are you for real or just naturally stupid??
hurc ast
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wrote:

The average temperature to form NOx is 2500 degrees. There are some in the science community that say it's closer to 2700 degrees. The average temperature of the exhaust leaving the engine is 1500 degrees. Just leaving the head and entering the exhaust manifold the exhaust temperature lost 1000 degrees. Explain how a cylinder and related cylinder parts like the valves and pistons designed to handle temperatures of at least 2500 degrees ( and I'll bet they can handle much higher ) will be damaged buy some lower temperature gas that can not escape in it's normal manner? Years ago before catalytic converters and EGR valves cylinder temperatures went very much unchecked. Engine pinged? Retard the timing or buy premium fuel. The materials used today in the parts that make up the engine are far better than what was used even 20 years ago. As much as you want to keep this dead horse alive, you can not do it. A plugged exhaust will cause loss of power and eventually keep the engine from running, nothing more. You do not agree with that statement? Instead of three word grunting sentences, in a logical well thought out paragraph. Explain how a cooling gas is going to raise in temperature high enough to cause damage to parts that are thousands times a second subjected to at least 1000 degrees higher temperatures? Parts that are subjected to not only very high temperatures but very high pressures.
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