Are you messing with me? Maybe it is your poor english, but nothing in what you just typed makes sense or is accurate. You have zero understanding of fuel injection systems. You seem to me mixing carburetor theory into fuel injection. You also don't understand A/F ratio.
"Duty cycle is a constant. Depends how fast the same action occurs at what crank speed. You as a human cannot keep up with 25,000 rpm, unless you slow down the speed that remains a constant. If it took you as slow as an hour to turn the crank a full 360° to close that intake valve and the compression was next, it would still hold the 1Atmo. Fuel sets the ratio but the liquid displaces the air. Same [constant] balance of volume closes on the stroke. Fuel blend calls the lambda, (rich or lean) for example."
Still hold 1 atmo? This is confusing pressure with volume. The cylinder sucks in a volume of air, combined with pressure equals a mass of air. The throttle position and volumetric efficiency of the engine determine how much air enters the engine.
"I think I will take a guess at 2(?) variables. Those might be: Crank Speed (360° per hour mismatched the..). Rear wheel circumference size is (final wheel ratio turned so many revolutions per mile, divided by the crank minutes 360). You would have to count how many times that crank tuned vs. miles traveled by counting the rear wheel and it's turns of 360°
This has simply nothing to do with anything.
"You traveled zero feet idling at a light as the gas is not applied to feet moved per 360° turns of the crank or the ratio of the transmission's gear it is in. So, add a 3rd variable and that is the gear ratio throwing the 1 to 1 ratio (2 variables), shows you how many turns of the crank it would take to turn the wheel's circumference once. Set the gear box in the middle and it sets a 3rd ratio from wheel turned to crank turns."
Sitting at a light MPG would be zero mpg. I think I may have misstated that in a previous post. Zero mile/x gallon. So for that instant it would be 0 mpg, but the computer knows how much fuel was used while idling and can figure that into the average MPG over a time period.
"Nature fills a void no more and no less to 14.7 psi or the [1Atmo] is the same number, same abstract. If we watch the A/F ratio at idle, it might show 14.7 A/F. If we cruise or rev the engine and sustain that rpm, the fuel ratio reads 14.7 psi."
A/F is based on mass not pressure. 14.7 A/F is the ratio of mass of air to fuel. It is only a coincidence that atmospheric pressure is 14.7 PSI.
"So if that engine is showing the 1Atmo at any speed, is that not the same fuel trim from idle to mid to WOT I'm trying to say is the cylinder bore, cam timing, ignition timing, ambient, air pressure did not change. Only change made is how fast the same 1Atmo neutralized back from that vacuum suck."
Volumetric efficiency of the engine at different RPM's and throttle opening will change the amount of air that will enter the engine. Therefore it will need different amounts of fuel to maintain 14.7 parts air to 1 part fuel.
"Therefore, if there is no push of ram air @28psi, no pull of 28 pounds that would double in pounds to over ride the 1Atmo so once that 14.7 is there, then another 14.7 can push/pull more than 14.7 psi. But this is a normally aspirated engine sucking on it's own volume."
Volumetric efficiency of the engine at different RPM's and throttle opening will change the amount of air that will enter the engine. Therefore it will need different amounts of fuel to maintain 14.7 parts air to 1 part fuel.
"If you have a slipping clutch, how can you cut a duty cycle if that cylinder is a constant? 1/2 a duty cycle says to cut the fuel in half? Did you re-sleeve the cylinder down by half itself so 50% is now equal to that same 1Atmo reads 14.7 A/Fratio? Would that not be a lean condition we kept the bore the same? Air did not change being sucked in, so to equal that chamber before the valve closes we send in the same amount only slow or faster is the duty cycle matching crank speed."
Volumetric efficiency of the engine at different RPM's and throttle opening will change the amount of air that will enter the engine. Therefore it will need different amounts of fuel to maintain 14.7 parts air to 1 part fuel.
"But the variable of the constant. The variable of a slipping clutch. The variable of your complaint now, when you said that this started to come up on a worn tire. Would you agree there are two ratios if the diameters of each tire were different? Would we not compute two different numbers? We roll both wheels, would not the one tire roll farther? If we have a constant that did not change is the duty ratio. We have a final ratio that is the wheel ratio that did change."
What's the tread depth of the stock tire? Do the math and see how that will effect odometer mileage over say 140 miles, and then how much that will actually have on gas mileage computations. Then suggest that.
"No matter how you speak the hubbish explaining a solid, liquid, or gas and all that rubbish in between [and] in the raw learning curve of it all; you begin to speak the abstract. You cannot get out of that loop you created to make sense. Somehow, you watch each leg [in the ECU move one switch or leg 010101 communicate a step one after the other is haulegspeedingetit?"
The hubbish only explained that he has no understanding of fluid dynamics or fuel injection.
Do yourself a favor and read the following article http://www.musclemustangfastfords.com/tech/0607mmfp_ford_efi_system_tuning/index.html
It is about early Ford Mustang fuel injection, but is a speed density system like our bike. It is the best and most comprehensive explanation of fuel injection systems I've found.
