"fuel vapor" is a correct and usable phrase in written English.
It is used to refer to the fumes or gases that are released when liquid fuel is heated. For example, "The engine released toxic fuel vapor into the air."
When rapid vaporization leads to a kernel of high fuel vapor concentration, combustion may begin before the fuel diffuses in the air coflow, in a layer of intense reaction that locally depletes the oxygen and leaves behind a region of high temperature fuel vapor surrounded by a diffusion flame.
FUEL VAPOR 2 Capable of 0-60mph in five seconds, the bullet-shaped Fuel Vapor 2's highly efficient engine is powered by fuel vapour rather than liquid fuel.
Only fuel vapor can be ignited to make power, so changes in evaporation can change the mixture, affecting engine power in ways not subject to standard correction.
The coolant is assumed to be entrained into the fuel vapor.
The working capacity of fuel vapor is dramatically enhanced in the pyrolysis reaction process.
The possibility, in principle, of fuel vapor condensation during bubble compression is shown.
A wider range of soot temperatures is observed in the fuel vapor-dome region low in the pool fire, with detectable cold soot persisting into conditionally averaged statistics.
For the example of dodecane (our surrogate for jet- or diesel-fuel) vapor dilute in compressed CO2 at, say, 20 atm near 1000 K, we predict condensation-onset surface temperatures which are higher than those expected on purely thermodynamic grounds (i.e., neglecting vapor-phase Soret enrichment) by ca. 24 K corresponding to 5.5% dew-point "shift" at a mainstream composition of 104ppm v).
Considerable differences were found in fuel-vapor distribution when using different models.
The LIF measurements and the numerical simulations were compared in terms of the fuel-vapor distribution.
The technique was shown to be effective for quantitative imaging of the fuel-vapor concentration before ignition, with high spatial and temporal resolution.
