Hey, there's the answer :) Use additives instead of cats. Oh no, solve one problem, create another.
When catalysts were due to come into UK a car magazine took a pair of new Austin/Rover Metros around a town in UK (Cambridge I think) with gas analysers attached. When cold the catalyst was worse, better when warm but not alarmingly so. Over the journey the emissions were almost the same. The catalyst also used 10% more fuel. OK technologies have improved, but it showed that cats are not anything like as good as they are cracked up to be. At least diesels (to date) only use simple oxydising cats and don't need the 10% extra fuel demanded by the three way cat & oxygen sensor as used on spark ign cars. --- In [EMAIL PROTECTED], Keith Addison <[EMAIL PROTECTED]> wrote: > >Thankfully for the time being B20 is the most likely blend for > >general use. Further down the road, I think all Euro cars will have > >no NOx catalysts. The ultra ultra low sulphur fuels now make them > >viable. It's sad though that high tech, high cost systems using rare > >noble metals have to be used to solve the problem. > > Yea indeed. Furthermore... > > http://www.planetark.org/dailynewsstory.cfm?newsid=9772 > Planet Ark > Catalytic convertors contribute to pollution-magazine > > UK: February 9, 2001 > > LONDON - Instead of helping to clean up the environment, catalytic > converters used on car exhausts are adding to pollution, a science > magazine said on Wednesday. > > Researchers have found metal from converters in remote areas of > Greenland proving, they say, that it is a global problem. > > [more] > > Bit like robbing Peter to pay Paul. Or do I mean paying Peter to rob > Paul?... Damn, it's late... > > G'nite > > Keith > > >On TDIs, the injection pump is mounted on slotted holes like a petrol > >distributor, this allows it to be moved a little about it's drive > >shaft. > > > >On PD and common rail setups the pump is just a pressuriser, I guess > >the pickup used by the electronics to detect crank position is fixed, > >but it just might be on slotted holes. > > > >I wonder if the PD/common rail electronics are clever enough to > >adjust the injection advance according to peak cylinder pressures. > >I'll bet they already adjust it according to speed. > > Thanks Dave. > > >Dave > > > >--- In [EMAIL PROTECTED], Keith Addison <[EMAIL PROTECTED]> wrote: > > > Hi Marc, David and all > > > > > > >100% bio with slightly retarded injection timing will also reduce > > > >NOx. The higher cetane value of bio means the combustion chamber > > > >pressure rises faster and more reliably so can deal happily with > >less > > > >advance. > > > > > > Yes - so who needs additives? Though I noticed that NOPEC also uses > > > an additive for low-NOx. There are some interesting findings here: > > > http://journeytoforever.org/biodiesel_nox.html > > > > > > Including this one: "I have certified emissions for the urban bus > > > retrofit program with EPA (US Environmental Protection Agency) > >using > > > this technology. This package included use of an oxidation catalyst > > > to maximize Particulate Matter (PM) reductions (taking advantage of > > > the high soluble organic fraction of biodiesel) and a timing change > > > to give up some PM reductions while reducing NOx to baseline or > >even > > > past baseline -- the best case was a 28% NOx reduction with a 25% > >PM > > > reduction." > > > > > > One point though - someone asked how you go about retarding the > > > ignition timing on a new-model diesel where everything's computer > > > controlled. I don't know from computer controls (25-year-old Land > > > Rovers), didn't know how to answer. Any ideas? > > <snip> Biofuels at Journey to Forever http://journeytoforever.org/biofuel.html Biofuel at WebConX http://www.webconx.com/2000/biofuel/biofuel.htm To unsubscribe from this group, send an email to: [EMAIL PROTECTED] Your use of Yahoo! Groups is subject to http://docs.yahoo.com/info/terms/
