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pumping fuel through a bubble-filled line. Those vapor bubbles compressed and the fuel went nowhere. This happened especially so in hot rod engines. The action also sounds very much like churches that have an undeveloped new member incorporation. A second, unwanted vaporization can take place in older carbureted cars when gas enters the carb’s fuel bowl. It's caused as the gasoline comes into the hot carburetor. The fuel foams and vaporizes there, creating excessively high vapor pressure in the fuel bowl. The float doesn’t properly stem fuel flow. Subsequently, the flow rate from the delivery jets of the carburetor increases. The engine floods with fuel and dies. Does that sound like Noah’s flood to you? Does this boiling seem like the foaming found internally in any heated congregation that you know? The pressure caused by liquid evaporation is rated on the RVP (Reid Vapor Pressure) scale. The higher the numbers, the easier the liquid vaporizes. Recently, our pump gasoline has increased in RVP due to changes in fuel chemistry. More alcohol content causes quicker evaporation and vapor lock. You see, modern scientific knowledge may not help solve all problems… no more so than business-style church management techniques always help a stalled church. These, latter, if not guided by the Word and Spirit… often can make a bad situation worse. Modern mechanics know that fuel injected vehicles are less prone to vapor lock because of their higher fuel line pressures and the absence of hot fuel bowls. As to pressure, the supply line of a carbureted vehicle runs at only about 6-8 psi; whereas, fuel pressure in an injected car may range from 10-80 psi. Higher pressures mean higher boiling points and less chance of vapor lock. However, these high |
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performance vehicles may not get away unscathed from the Law. In instances of extremely high under hood temperatures in some modern turbocharged vehicles, turbo/injected cars may sport some heat-reducing features. Insulating spacers are put beneath the injectors… or a fan helps to cool the fuel rail and injectors when temperatures soar. This action is sort of like when you decide to stay away from a church because it’s too hot on Sunday morning… but by doing so you miss the coolness given of the Spirit to keep the church going. Your tactics work only temporarily, and you fail when the discipleship gets real hard. For hotrods, some carbureted vehicles use high pressure fuel injection techniques to combat vapor lock. These mechanics sometimes put the fuel pump in the fuel tank. But even then, trying to control premature gasoline vaporization may be far more difficult than being an atheist trying to discredit Jesus. The injector or carburetor does two jobs… fuel metering and atomizing. For fuel to burn properly it must atomize into fine droplets, then vaporize quickly and mix properly with air. Sinful problems can occur in |
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the engine. For example, when the engine environment is very cold the fuel does not vaporize well when dispensed. We add extra fuel to compensate. This sounds to me like a church evangelism committee that sings loudly in a choir to draw a crowd, but fails to speak to people in the pubic square about their faith. In vehicles, more fuel may provide acceptable cold engine starting and warm up operation, but the hymn dies too soon because raw fuel scores an engine’s cylinders. On the other hand, great economy is had with a warmed and lean, stingy mixture (toward 17 parts air |
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