On Fri, Jul 1, 2011 at 03:12, Art Krenzel <[email protected]> wrote:
> GF, > > Early in my life I worked at the E. I. DuPont Tetraethyl Labs which made > the fuel additive you describe. It was a lead based fuel additive which > delayed the onset of compression ignition to allow higher compression ratio > (and more powerful) engines. The fuel additive was in all of the fuel and > used all the time. DuPont made tons of the Tetra Ethyl Lead fuel additive > for military and civilian use in high compression engines. > > ADI water and methanol injection only occurs for short periods of time such > as during takeoff where spurts of overfueled power was needed. > > Check out the following article and it will explain the difference. > > http://www.enginehistory.org/r-4360ops1.shtml > Thanks Art for a nice article; on a personal note the 4360 always had a special place in my heart since I was a little kid learning about engines. There are a lot of really good gems in that writeup, some of them quite subtle and involving pretty advanced details of how fuels burn in engines. Some that I quite enjoyed were: - note the fuel flows for max power with ADI vs. max power dry. There is a wonderful (though subtle) conclusion to be drawn from what is happening in the "max power dry" situation which is a bit of an eye opener; as a bonus it nicely relates to gasification and blast furnace chemistry (but as Jim rightly says, doesn't nearly everything tie in like this?) - reading the details of the leaning procedure was a real joy, especially comparing it to how one operates a light aircraft with a fixed pitch propeller. The section where they discuss increasing torque to 111% of nominal and then looking at various torque changes in response to mixture and ignition timing changes is just great. I found it interesting that they described oil and cylinder head temperatures in degrees-C. -- - Daniel Fredericton, NB Canada
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