Exhaust - Development
Of course there are exhaust gases since the combustion engine ignites its air-fuel mixture for the first time. By the way, very little attention is paid to this, since the moment of the first self-running for a long time. Only when the
engine does its work virtually in the centre of a Vis-a-Vis lap is its exhaust gas perceived as disturbing.
There were two ways to remedy this disadvantage. One mixes pleasant fragrances into the exhaust and/or one leads them to the rear of the vehicle and only then releases them outside. The latter method has prevailed,
although there have always been slight deviations from it. Remember the sidepipe of the Americans (picture above) and the even earlier lateral outlet on Mercedes models.
According to this, for decades there was hardly any talk about exhaust gases, neither about their environmental problems, nor about their noise level, nor even about increasing performance. People are far too busy adapting
the car's performance for uphill driving and, most importantly, increasing its endurance and reducing its maintenance requirements.
Who thinks about the exhaust when unbelievably large quantities of cooling water have to be topped up and the pneumatic tyre statistically not only loses its air every 30 kilometres due to foreign bodies, but also requires
enormous forces during assembly. Not to mention the other rigors of driving. Racing cars, like the Blitzen-Benz (picture below), often have only short pipes behind the exhaust valves.
In the twenties comes the time of the compressor. Unlike the turbocharger, for example, it has little to do with the exhaust system. Only the naturally aspirated engine is particularly dependent on a well-functioning exhaust
system. This is the reason for the tube structures that are designed to be as equal as possible in length for each cylinder and are precisely matched.
However, even after 1950, this is more for racing cars. Only a few sporty production cars dare to tackle this problem. The big V-6 has two exhaust lines anyway and the already then prestigious left and right end pipes.
But there are retrofitters. For example, they promise 4 HP for a harmless VW Beetle. But this cannot be proven by tests. In general, increasing performance by changing the exhaust system seems to be more of a Sisyphean
task. Probably it cannot be seen in isolation from other parameters such as control times.
Beginning with the youngsters on their mopeds, there comes the time of maltreatment of neighbourhoods. In some cases only the covers remain. What makes noise has meaning. Unfortunately, the youngsters sometimes
get older, but not smarter. So they take their passion into the car.
Since mass motorization starts much earlier in the USA than in Europe, the problems with smog are encountered begin there. It is unbelievable to see such a huge smog mushroom over the enormous area of Los Angeles
and its various sub-areas from the outside. The problem is already visible while the Second World War is raging in Europe.
Probably everyone knew about it, but it will take another ten years before scientific proof of a connection between car exhaust gases and exposure to sunlight is provided. Of course, the change in the legal situation, which is
beginning in California, will not be long in coming. Since 1972, its effects have also been felt in Europe.
First the idle speed is changed. There is still the carburetor in immense number. But from now on it is not allowed to simply regulate fuel and air individually and then mix them. There are now much more complex pre-
foamings available, e.g. for the comparatively low idle quantity. Also, the air volume must no longer be determined simply by the throttle setting, but must be controlled by a duct with an adjusting screw.
That was already considered to be the extreme back then. If one had known what was to come in terms of exhaust gas, one would probably have given up the production and operation of vehicles with combustion engines.