It's not the gas or the oil, their grade or type, all engines use gas and oil butfew have pooling tendencies. What causes pooling is the route that the atomized liquid/air mixture has to take to get to the combustion chamber.Coupled with the route is the velocity of the mixture,if the route is poor or the velocity is slow the heavier components of an atomized mixture willwantto separate from the lighter parts, the heavy part is fuel/oil, thelight part is air.

To get an idea ofwhatI'm talking about try this, get a spray bottle thathas an adjustable tip, adjust it so it sprays a fine mist (atomized mixture), now give it a couple of pumps and observe themist.It starts out of the nozzlewith force and speedthen as it slows down it fallslike a stone. Now put a fan behind the sprayand give it a couple pumps and observe the mist again, this time it travels much farther until the force dissipates and it falls. Lastly, spray the mist aimed at your hand,now your hand is all wetand the closer your hand is to the source the wetter it is.

These two things are what is going onto cause apuddling situation, 1) the atomized mixture hits a wall or walls, 2) the mixture velocity has slowed downto the point thatgravity effects the heavier part of themixture.Induction flowdesign is a science andart all in itself butyou can get an idea of what is happening if you study the path that the mixture must flow through with the above experiment findings in mind.

<u>TheRoute;</u> Visualize a stream of liquid leaving the carburetor just like it's leaving the end of a high pressure nozzle on the end of a hose, ifthe stream hitsa wall that is flat or angled it is instantly slowed, deflected, andsome of the heavy parts are left behind. Now, where was it deflected to, usually the opposite side of the tract and another wall, same thing happens there, more slowing and separation. Ideally the stream would leave thecarburetor and gostraight to thevalve system, rotary, piston,or reeds, but if thedesign required an extended tract such as the DLE30, the route should be such that when the stream comes in contact with the tract it would stay in contact with the tract and follow aradiused path right up to the valve, which brings us to....

<u>Velocity;</u>Back to the stream of liquid leaving the carburetor at a high rate of speed. It's important to note here what causes the stream to leave the carburetor at high speed, at this point, after the venturi,it's notbeing sucked in by theengine but ratherpushed by the stream coming inbehind it through a tightly controlled opening, the carburetor. Once the stream leaves the carburetor, if it enters a large volume area(DLE30)without thecontrol it had in the carburetorthe force behind itwillexpand, spill outward,andthe velocity slows way down. What happened in the first step of the above experiment. What should happen is the volume control provided by the carburetor should extend as far as possible (stuffer), right up to the valve if possible.

<u>Stuffing;</u> Astuffer is whatever it needs to be in a specific application but it should always improve velocity by controlling the volume of the tract or plenum and if necessary direct the flow away from or around walls that instantly stop the flow. The longer the tract or plenum is, the morecritical is the shape, contour, and sizeof the inside of the stuffer, it should start out the same size as the exit of the carburetor, and only slightly increase as it gets closer the valve. All turns would be radius's and as gentle as possible, if there is a sharp turn it should be radiused as much as possible and be locatedright at the valve, sharp turns in the middle of alongtract = velocity death.....bad.