Re: [biofuel] John Deere Two Cylinders
If this was the model (K i think) with spark ignition and single carbi and No injection then I think you may have a fair power drop running it on bio-d if it will run at all. You would have to get the motor real hot before switch over and even then the chances of getting any power are slim -- but It can't do any damage to the engine to try and if you have enough excess methanol in your fuel it may run fine and prove me wrong (Again:-)) . I think they also had a model with petrol start and oil injection ( I know International did) and this should run fine as it had a lever to increase the compression ratio on changeover as it started the injection pump.. Regards John -Original Message- From: [EMAIL PROTECTED] [EMAIL PROTECTED] To: biofuel@egroups.com biofuel@egroups.com Date: Thursday, 25 January 2001 11:00 Subject: [biofuel] John Deere Two Cylinders Does anyone have any experience using John Deere two cylinder tractors running biod or straight WVO? These tractors came with two fuel tanks, a small one for gas and the larger one for other fuels. These tractors were marketed to replace the horse drawn equipment and so had to burn whatever was available in the 1930's. The sales literature implies that kerosene, fuel oil, etc. would work. The process is to start the tractor on gas. Run it until the water temperature is 180F, and then switch to the other fuel. The tractor has a power takeoff that's rated at 15HP. Would like to run a generator. The 15HP should be able to power a 10KW unit. Comments/Suggestions/Recomendations? Thanks, JV Biofuel at Journey to Forever: http://journeytoforever.org/biofuel.html To unsubscribe, send an email to: [EMAIL PROTECTED] Biofuel at Journey to Forever: http://journeytoforever.org/biofuel.html To unsubscribe, send an email to: [EMAIL PROTECTED]
[biofuel] Re: John Deere Two Cylinders
John,
I'll start by saying that I find people named John naturally handsome
and intelligent.
Although I appreciate your response, here's what the boys on the John
Deere list have to say:
Older tractors were designed for All Fuel. Which means they were
started on gas small Tank, and after warmed up they were switched
over to the large Tank which could have gas, kerosene, diesel,
ethanol, or a homemade brew. Gas was expensive in those days so it
was not easily afforded by most farmers to burn all the time. It was
practically impossible to start a cold gas engine on all fuel of your
choice, because of the low octane ignition point, so they would
have a small tank of gas which was higher in octane and easier to
start, then after the tractor was warm it was switched over and then
it could burn the all fuel. All though you always needed to run the
carb dry or switch it back over to gas before shutting it off so you
could start it again next time. Hope this helps. Bill {Antique
Acres}
So I suspect that these things will run on anything that burns and is
liquid. Will just have to try it and see. I'll report the results for
the benefit of the list.
JV
Biofuel at Journey to Forever:
http://journeytoforever.org/biofuel.html
To unsubscribe, send an email to:
[EMAIL PROTECTED]
Re: [biofuel] John Deere Two Cylinders
I have a note that John Deere give a two year warranty to new tractors and approve all tractors made since 1967 for use with 100% biodiesel. Terry Biofuel at Journey to Forever: http://journeytoforever.org/biofuel.html To unsubscribe, send an email to: [EMAIL PROTECTED]
[biofuel] Ballard gets $1.3 million fuel-cell order from Honda
http://www.planetark.org/dailynewsstory.cfm?newsid=9606 Planet Ark Ballard gets $1.3 million fuel-cell order from Honda CANADA: January 25, 2001 VANCOUVER, British Columbia - Fuel cell maker Ballard Power Systems said on Tuesday it had received a $1.3 million order from Honda Motor Co.'s research unit, which is racing to get an environmentally friendly car on the road. The order for an unspecified number of Ballard's Mark 900 series fuel cells came in the wake of Honda's unveiling in September of a new fuel-cell-powered four-seater car. It said at the time the car would use fuel cells manufactured by Ballard, which is considered the world leader in the technology. Carmakers are racing to put a fuel-cell vehicle on the market by 2003 or 2004. Honda's four-seater is one of several vehicles being tested in California by a coalition of automakers, energy companies and fuel cell designers. Fuel cells produce electricity by combining hydrogen with oxygen. They are considered environmentally friendly because, depending on the source of the hydrogen, they can produce power with only water and heat as byproducts. Ballard's often volatile shares were trading up 3/4 at $72-7/8 midday Tuesday on Nasdaq. They have ranged between $144-15/16 and $50-12/16 in the past 52 weeks. Its shares on the Toronto Exchange were up C$2.50 at C$109.75. (In US dollars unless noted) ($1=$1.51 Canadian). REUTERS NEWS SERVICE Biofuel at Journey to Forever: http://journeytoforever.org/biofuel.html To unsubscribe, send an email to: [EMAIL PROTECTED]
[biofuel] Re: Oil refiners to sue EPA over Clinton's diesel rules
Christine Todd Whitman, EPA's new chief who was appointed by President George W. Bush, told senators last week she would review Clinton's diesel rules to see if changes are needed. h, I wonder which side the ex-goernor of New Jersey will come down on? It's going to be a long four years folks. Although 11th hour rules from the last admin are welcome, the fact that we had to wait till the eleventh hour was certainly a major disapointment the last eight years as well. -andrew Biofuel at Journey to Forever: http://journeytoforever.org/biofuel.html To unsubscribe, send an email to: [EMAIL PROTECTED]
[biofuel] skaar
Renderers have been buying fat and bone from butchers for well over a hundred years.I tried to get some recently from two shops for an experiment. They wanted me to buy it. In our area we have three feline centers,lions,tigers,mountain lions,leopards ect.They get all the trimmings and over ripe meat from all the local grocery stores.Many things are made from fat, including explosives. I was thinking of the cows which died of disease,being rendered for fat. Even old cows are butchered for meat for humans.Mostly made into hambuger and stew meat. You can tell they are old,when the skinned sides are hanging the fat is yellow. Bad shops try and do sell cuts from packer-canner carcasses,as good or even choice meats. The meat is tough,but not many people know the difference.Renderers bought used fry oil in the past,but it is easier to render fresh fat then filter used oil.I would try though,and if you get a source of free fat,make friends. stephen [Non-text portions of this message have been removed] Biofuel at Journey to Forever: http://journeytoforever.org/biofuel.html To unsubscribe, send an email to: [EMAIL PROTECTED]
Re: [biofuel] Re: John Deere Two Cylinders
Be interested to see your results Bill
Had a Model K back in the early 60ies on a saw bench and I was never able
to run it on dinodiesel without a sad loss of power. at least a 30%
reduction from petrol. Kero was slightly less powerful than petrol but
seemed to get more torque. We used to have two grades of kero then -
lighting kero and power kero there was a big power difference between the
two of them also . . The local JD dealers have got the tractor on display
now but sadly it doesn't run so I can't try it out.
Regards
John
-Original Message-
From: [EMAIL PROTECTED] [EMAIL PROTECTED]
To: biofuel@egroups.com biofuel@egroups.com
Date: Friday, 26 January 2001 4:50
Subject: [biofuel] Re: John Deere Two Cylinders
John,
I'll start by saying that I find people named John naturally handsome
and intelligent.
enough of flattery I'll start to think I've still got a brain :-{))
Although I appreciate your response, here's what the boys on the John
Deere list have to say:
Older tractors were designed for All Fuel. Which means they were
started on gas small Tank, and after warmed up they were switched
over to the large Tank which could have gas, kerosene, diesel,
ethanol, or a homemade brew. Gas was expensive in those days so it
was not easily afforded by most farmers to burn all the time. It was
practically impossible to start a cold gas engine on all fuel of your
choice, because of the low octane ignition point, so they would
have a small tank of gas which was higher in octane and easier to
start, then after the tractor was warm it was switched over and then
it could burn the all fuel. All though you always needed to run the
carb dry or switch it back over to gas before shutting it off so you
could start it again next time. Hope this helps. Bill {Antique
Acres}
So I suspect that these things will run on anything that burns and is
liquid. Will just have to try it and see. I'll report the results for
the benefit of the list.
JV
Biofuel at Journey to Forever:
http://journeytoforever.org/biofuel.html
To unsubscribe, send an email to:
[EMAIL PROTECTED]
Biofuel at Journey to Forever:
http://journeytoforever.org/biofuel.html
To unsubscribe, send an email to:
[EMAIL PROTECTED]
[biofuel] air
I tried to make it simple. There is a lot more involved,the piston on the downstroke creates vacuum,the exhaust manifolds are tuned to create a vacuum to help each suceeding fired cly gases to be drawn out. In the presense of a vacuum atmospheric pressure can push air in,to a point.When an engine is running at 3,000 rpm. An intake valve is only open for a few thousandths of a second,a strong vacuum is needed to draw in enough air.With atmospheric pressure no air will move,the intake manifold-air chamber is at atmospheric pressure already,with the engine off.You need six or more times the volume of air than atmospheric pressure can provide.If you use a vacuum gauge on an engine,atmospheric pressure is read as 0 depending on engine,speed,ect,you may get a reading of 15 to 30 in of mercury above atmospheric pressure,created by vacuum.If you could open up a small hole in the intake manifold to atmospheric pressure, the engine will falter and run rough.Open up a big hole,eliminat! ing vacuum and the engine will die. Stephen [Non-text portions of this message have been removed] Biofuel at Journey to Forever: http://journeytoforever.org/biofuel.html To unsubscribe, send an email to: [EMAIL PROTECTED]
[biofuel] Auto Makers Bid to Brake Electric Car Program
http://www.latimes.com/news/science/environ/20010125/t07372.html Thursday, January 25, 2001 Auto Makers Bid to Brake Electric Car Program Air quality: Lobbyists hope to persuade regulators to lift the state's mandate that thousands of zero-emission vehicles be offered to consumers in 2003. By GARY POLAKOVIC, Times Environmental Writer The world's biggest auto makers, sensing that their opportunity to stop the state's mandate to build electric cars may be slipping away, are mounting a last-ditch attempt to prevent California regulators from ordering them to deploy thousands of the vehicles. With less than two years before manufacturers are supposed to begin offering the cars in large numbers, the future of the so-called zero-emission vehicle mandate is headed for a showdown this week in Sacramento. In the days leading up to what is expected to be the decisive meeting of the state Air Resources Board today the issue has been generating a high-voltage lobbying effort as auto makers bet that the state's current electricity shortage can help them turn back a requirement they have resisted for 11 years. This is a big deal. Once they [state officials] make this decision, it's locked in stone, said Greg Dana, vice president for the Alliance of Automobile Manufacturers, which represents 13 major car companies from Detroit, Japan and Europe. The air board's executive officer agrees on the stakes. This meeting is important because 2003 is very close, and that's the start date. This meeting is the last word, said Michael P. Kenny. The auto makers have taken out ads in newspapers. They have hired high-powered advocates, including former Commerce Secretary Mickey Kantor and Sacramento legislative fixture Phil Isenberg, to lobby Gov. Gray Davis and the Legislature. To their long-standing litany of arguments against electric cars, representatives of the auto makers have added the assertion that California cannot keep the lights on and recharge thousands of electric cars at the same time. The state Energy Commission disputes that. Thousands more electric cars on the highways would have a trivial effect on power supplies, said Susan Brown, manager of transportation technologies at the California Energy Commission. The cars generally charge at night, when demand for power is low, she said. In addition, large numbers of electric cars would not even be on the road until after 2003. By then, several power plants now under construction are expected to be open, meaning supplies will no longer be as tight as they are now. Finally, even if tens of thousands of the cars took to the streets by 2010, Brown said, recharging them would take less than 1% of the state's electricity supply. We just don't see a huge impact on the energy supply, Brown said. Still, William A. Burke, head of the Los Angeles area's air quality regulatory agency, is urging other members of the state air board not to proceed with nonpolluting cars until the energy crisis abates. The auto makers have received backing from some lawmakers representing heavily minority areas, who have charged that the smog-free cars would result in dirtier air for low-income communities. These cars are very expensive and the communities with the largest air quality problems have the least ability to purchase them, state Sen. Richard Alarcon (D-Sylmar), said in an interview. Rather than a full-scale mandate to build thousands of electric cars, the auto industry wants the state to set up a three-year pilot program in Los Angeles to determine if the cars catch on with consumers. Car company representatives call that a fair market test. Air quality officials have rejected the idea, saying it is designed for failure. On the other side, virtually every major environmental group in the state is demanding that California hold fast to its commitment to pursue the cleanest available cars. Officials in New York, Vermont and Massachusetts, too, are counting on the air board to stand firm because, under the Clean Air Act, they can require car makers to make zero-emission vehicles only if California does so. In December, the air board's staff recommended that the zero-emission requirement be scaled back to as few as 4,700 electric cars available for sale annually. That would be only a fraction of the 22,000 cars the agency's governing board sought when it last considered the matter in September. But many members of the air board seem resolved to reject the staff's plan and, instead, to require that more electric cars take to the road, beginning in 2003. Cars, trucks, buses and other vehicles account for nearly 70% of the smog in the Los Angeles region. The state has a variety of incentives for building ever-cleaner cars, including programs to boost vehicles powered by natural gas-fired engines, by fuel cells or by hybrid gasoline-electric engines
[biofuel] Nepal Supreme Court Bans Import of Polluting Vehicles
http://ens-news.com/ens/jan2001/2001L-01-24-03.html Environment News Service Nepal Supreme Court Bans Import of Polluting Vehicles By Deepak Gajurel KATHMANDU, Nepal, January 24, 2001 (ENS) - In a sweeping ruling, the Nepal Supreme Court on Monday ordered the government to immediately stop the import of Indian vehicles not meeting Euro-I emission standards. The smoke belching vehicles are a primary cause of pollution in the Kathmandu Valley which contains eight sites listed in UNESCO's World Heritage List. The Supreme Court ruling overturns the decision by Prime Minister Girija Prasad Koirala to allow the import of Indian vehicles into the country that may violate Nepal's emission standards. An agreement signed between Nepal and India during Koirala's visit to India last year allows the import into Nepal of any type of vehicle produced in India which can show an environment friendly certificate given by its manufacturer, not by the government of India. Street near Durbar Market in Kathmandu (Photo courtesy Rojal Pradhan) This is a clear violation of the law requiring a certification of Conformity of Production and Type Approval by the vehicle's producing country's government or government institutions, say environmentalists. The Supreme Court agreed. The agreement breaches the Nepal Vehicular Emission Standard 1999 under Environment Protection Law 1996, and Environment Protection Regulations 1997, says Prakash Mani Sharma of Pro-Public, an NGO acting in the public interest which filed the writ of petition against the Prime Minister, Minister of Environment and other government agencies. With the Court's ruling, I am hopeful that the import of pollutant vehicles would be stopped in the future and the standard pollution control measures would be implemented, says Bhoj Raj Ayer of Pro-Public. The government has taken action to mitigate air pollution in the Kathmandu Valley. In a cabinet decision last year, the government banned diesel fueled three-wheelers, popularly known as Vikram Tempos, from the streets of Kathmandu Valley. These 12 seaters are the main cause of air pollution here, many studies have shown. The Department of Transportation has outlawed new registrations of Vikram Tempos throughout the country effective immediately. The Department of Transportation has set the threshold of exhaust for diesel vehicles at 65 HSU (Hetridge Smoke Unit). Indian made Vikram Tempos never pass the emission tests. Kathmandu Durbar Square is a UNESCO World Heritage Site. Most of the Hindu temples shown here date from the 15th to 18th century. (Photo courtesy City of Kathmandu) The demands of people for cleaner air are now being heard, but there is a long way to go, experts say. Until or unless road conditions and vehicles conditions are improved, no desirable result can be achieved, says Tribhuwan University zoologist Narendra Khadka. An integrated comprehensive approach should be taken including traffic management, road and vehicle maintenance, industrial locations, solid waste management and drainage systems, he suggests. The situation is grim for Kathmandu's air quality in terms of respirable particulate concentrations. These concentrations are comparable to industrial situations like those of mining areas, Khadka says. The overpolluted air of this bowl shaped valley, nearly 400 square kilometers (154 square miles) in area, is a daily problem for its residents. A black layer of smoke and dust sets on my face in a couple of hours of walking in the streets, says Rabindra Shrestha, a school teacher. Households are affected, too. I am fed up with the dust which covers everything in my kitchen, drawing room, bedroom, everywhere, says Manju Sharma, a housewife. Manju's house is 50 meters ((162 feet) away from a busy street in the city. Keshav Sthapit is mayor of Kathmandu Metropolitan City. He is working to make the city clean, green and, healthy. (Photo courtesy Office of the Mayor) The levels of smog, a mixture of gas, dust and moisture, here are three to four times higher than than levels declared healthful by the World Health Organization. The obtained gaseous pollutant levels in Kathmandu have risen by a factor of two to three in the last five years showing a rapid upward spiral. Vehicular emissions and city road conditions are the prime sources of air pollutants besides industrial emissions, states a report by Nepal Environmental and Scientific Services which has been monitoring the city's air since last year. Over 100,000 vehicles travel over about 800 kilometers (500 miles) of streets in the capital city of this Himalayan Kingdom, most of which are muddy and are not black-topped. The city is home to around 1.5 million people. Besides poor road conditions, the lack of proper monitoring of the maintenance of vehicles adds to the problem. Even more serious, there are three industrial estates within the Kathmandu Valley that emit
[biofuel] Automakers Say Clean Cars Will Make Dirty Air
http://ens.lycos.com/ens/jan2001/2001L-01-24-09.html Environment News Service: AmeriScan: January 24, 2001 Automakers Say Clean Cars Will Make Dirty Air SACRAMENTO, California, January 24, 2001 (ENS) - The Alliance of Automobile Manufacturers, and industry promotions group, has released a study arguing that California regulations mandating zero emissions cars will drive vehicle prices up so high that people will hang on to their older, higher polluting cars. This unintended result of the mandate, dubbed The Jalopy Effect, will negate any potential air quality benefits from electric vehicles, as more drivers keep older, higher emission cars on California highways, the Alliance argues. Fully half of the cars from the 1987 model year are still on the road, said David Harrison, an economist from the National Economic Research Associates, which conducted the study. One of the best things Californians can do to improve air quality is to replace these cars with newer vehicles. But the California ZEV mandate, by increasing the prices of new cars, will encourage people to keep the older cars on the road even longer. The California Air Resources Board (ARB) mandate states that, by 2003, 10 percent of new cars sold in the state must be zero or partial zero emission vehicles. The ARB has estimated that production and sale of those vehicles will cost up to $24,000 more than gasoline powered vehicles. The unintended effects of the ZEV mandate can lead to dramatically different results than intended, said Alliance president and CEO Josephine Cooper. This case shows the need to clarify exactly what is at stake for air quality. Even small actions when taken by many people can have a big effect. If large numbers of Californians delay purchasing a new, cleaner motor vehicle, the adverse impact on emissions will be significant. But environmental and public interest groups say the Alliance's argument is flawed. It's been an argument we've heard for the last decade, said Jason Mark, senior transportation analyst for the Union of Concerned Scientists. Their analysis is premised on the assumption that there's no business case for advanced technology vehicles, but we've seen lots of investors getting interested. Sure, these vehicles will cost money to produce, but companies will recover those costs down the road as the vehicles are commercialized. According to Roland Hwang, transportation analyst the Natural Resources Defense Council, the ARB estimates that about 5,000 zero emissions vehicles will need to be sold when the program takes effect in 2003, at an estimated additional cost of about $20,000 per vehicle. If automakers spread those additional costs out over all the vehicles they sell in California, they will add about $60 to the price of each car, Hwang said. If they pass on the costs to consumers nationwide, they will add about $6 to each vehicle's price. They first pulled this dirty little trick in 1995, Hwang said. They were roundly scolded last year for dragging it out again at a hearing before the California Air Resources Board, he said. These are specious unfounded attacks that are just business as usual for them - the politics of scare mongering. Biofuel at Journey to Forever: http://journeytoforever.org/biofuel.html To unsubscribe, send an email to: [EMAIL PROTECTED]
[biofuel] Oil Industry Seeks Softening of Clinton Clean-Air Rules
http://www.nytimes.com/2001/01/25/politics/25DIES.html January 25, 2001 Oil Industry Seeks Softening of Clinton Clean-Air Rules By DOUGLAS JEHL WASHINGTON, Jan. 24 - The oil industry has begun a major campaign for changes in the strict clean-air standards for buses and big trucks that were ordered late last year by the Clinton administration. Industry representatives are urging the Bush administration, Congress and the federal courts to revise the rules, which refiners say could lead to shortages and price increases for diesel fuel when the guidelines begin to take effect in 2006. The issue could provide an early test of willingness by the Bush administration and the Congress to challenge what critics have portrayed as hasty and misguided decisions by the Clinton administration on environmental policy. The new standards, which would affect the heaviest polluters on American roads, were portrayed by the Clinton administration and its allies as the most important clean-air advances in a generation. In expressing dissent, oil industry representatives have emphasized their support for measures aimed at reducing pollution from buses and trucks. But they say the new rules go too far and would impose unnecessary and potentially disruptive requirements on refiners. The National Petrochemical Refiners Association, which represents virtually all American refiners, plans to challenge the new rules in federal court as part of a broader bid to explore basically every avenue for revision, Bob Slaughter, the group's general counsel, said. We would hope that the new administration would be more interested in balancing energy supply and environmental concerns, because it's possible to strike a better balance, Mr. Slaughter said. In recent months, the oil industry has said repeatedly that it could accept new standards that would require as much as a 90 percent reduction in the sulfur content of the diesel fuel used by the buses and big rigs. But it has opposed the Clinton measure, which would require a 98 percent reduction, on grounds that the further cuts were environmentally unnecessary and could put some refiners out of business. A study conducted last year for the industry found that the Clinton standards could lead to a 12 percent shortfall in the supply of diesel, the main fuel for the transportation industry. That study said the cost could go up more than 15 cents a gallon. A spokesman for ExxonMobil, Jeanne Moore, said today that the company had joined others in endorsing the more moderate plan because it would provide virtually the same environmental benefits as the E.P.A.'s more severe rule but at a lower cost to consumers, and without placing diesel fuel supply at risk. But in its own analysis, the Environmental Protection Agency concluded that shortages and price surges were unlikely, even with the steeper reduction in diesel content. It said the cost of the regulations would increase diesel fuel prices by only about three to five cents a gallon, while bringing far greater health benefits. The Clinton White House upheld those findings as part of the administrative process that preceded its announcement of the new standards in December. The Bush administration could amend the diesel rules only by restarting the time-consuming procedure that produced the new standards. But Congress could overturn the measure by a majority vote if it acts before March 17, and at least one senator, James M. Inhofe, Republican of Oklahoma, has indicated that he might press for just such an action. At least two major oil refiners, British Petroleum and Tosco, have broken ranks within the industry by supporting the Clinton administration rules. The American Petroleum Institute, the industry's main trade group, has listed the issue as one of its major concerns, but a senior official said today that the group had not decided whether to join any formal challenge. Frankly, we are looking at all of options on how to deal with it, the official, Edward H. Murphy, said. We are supportive of the basic objectives, so we don't want to take action that would interfere with the environmental benefits. Copyright 2001 The New York Times Company Biofuel at Journey to Forever: http://journeytoforever.org/biofuel.html To unsubscribe, send an email to: [EMAIL PROTECTED]
[biofuel] Phoenix truck fleet now runs on soy fuel
Phoenix truck fleet now runs on soy fuel 01/25/2001 Associated Press Newswires Copyright 2001. The Associated Press. All Rights Reserved. PHOENIX (AP) - A concrete company, taking a more drastic anti-pollution approach than most, has converted its fleet of 100 trucks to run on a diesel fuel derived mainly from soy beans. We had to come up with a better way for us to contribute to keeping our air clean, said Grant Goodman, owner of Rockland Materials. I hope that other companies take charge of the situation and get rid of the diesel fuel and use biodiesel . Goodman said he decided to convert his fleet two weeks ago to run on Envirodiesel B100, which is 100 percent free of fossil fuels. The fuel has been around but rarely used for three years. The Arizona School for the Deaf and Blind in Phoenix has been running its buses on biodiesel recently, and so has the Kyrene School District. Elsewhere in the United States, companies that convert their trucks and buses to biodiesel generally favor a mix of 20 percent vegetable oil and 80 percent diesel fuel, since biodiesel can't operate in extremely cold weather. Gene Gebbolys, president of World Energy, the company that manufactures the fuel, said about 5 million gallons of biodiesel were produced last year. That compares with about 56 billion gallons of regular diesel annually. The cost of the vegetable oil fuel is 12 cents a gallon more than regular diesel fuel. Goodman said that including other costs connected with the use of the fuel, he's paying 35 percent more for it but believes it's worth it. Former President Clinton approved new regulations Dec. 22 that would force drastic reductions in emissions from heavy-duty trucks and buses over the next decade. In Arizona, a governor's committee also urged tougher diesel regulations. Emissions resulting from the use of diesel are said to be a major component of the brown cloud of pollution that hovers over metro Phoenix much of the time. Copyright © 2000 Dow Jones Company, Inc. All Rights Reserved. Biofuel at Journey to Forever: http://journeytoforever.org/biofuel.html To unsubscribe, send an email to: [EMAIL PROTECTED]
Re: [biofuel] Re: biodisel in Canada
Hi Aleks, To discuss more to the point (from my bside ) could you tell what are your resources to initiate a biodiesel project and are you operating internationally or mainly in your country ? Best regards Adrian --- Global Energies [EMAIL PROTECTED] wrote: Hello, we use and produce biodiesel up here in Canada EH! regards, Jamie Delaney - Original Message - From: [EMAIL PROTECTED] To: biofuel@egroups.com Sent: Thursday, January 25, 2001 7:36 AM Subject: [biofuel] Re: biodisel in Canada Hello Adrian! And how exactely would we do that? Biodiesel lounch is difficult in countries without the knowledge of biofuels existance. Keith, please send a team over! Valium and streight jackets and everything included. Soon to be two frustrated people here, banging heads against concrete walls. Cheers, Aleks Hi Aleks Probably me and you are in the same position : struggling for the launch of biodiesel industry in our countries (Poland and Slovenia). Why don't we join forces to work out new solutions for CEE countries on how to start biodiesel (biofuel) industry here ? Best regards Adrian Biofuel at Journey to Forever: http://journeytoforever.org/biofuel.html To unsubscribe, send an email to: [EMAIL PROTECTED] __ Do You Yahoo!? Yahoo! Auctions - Buy the things you want at great prices. http://auctions.yahoo.com/ Biofuel at Journey to Forever: http://journeytoforever.org/biofuel.html To unsubscribe, send an email to: [EMAIL PROTECTED]
[biofuel] I Want My ZEV - MoJournal
http://www.motherjones.com/news_wire/zero.html I Want My ZEV The MoJournal _ I Want My ZEV Automakers say they shouldn't have to make as many zero-emission cars as California law requires, because no one is buying them. But we found plenty of folks looking for entire fleets of green cars and being turned away, because there aren't enough on the market. by Amos Kenigsberg Jan. 23, 2001 DaimlerChrysler executives congratulate themselves on their long-range, zero-emission prototype in 1999. This week, automakers will try to convince California officials to relax regulations requiring them to bring thousands of electric cars to market in the next two years, arguing that there simply isn't enough demand for the zero-emissions vehicles. But a MotherJones.com survey has found prospective buyers all over the state eager to buy thousands of electric cars -- if only they were available. Currently, the so-called ZEV mandate requires the industry to produce around 23,000 electric vehicles for sale in 2003. The California Air Resources Board is considering a proposal to reduce that number to as low as 4,600. Environmentalists charge that the state can't afford to water down the regulation any further; since CARB adopted the mandate in 1990, it has already slashed the number of ZEVs by more than half. California's stance on ZEVs may well affect other parts of the country, because the federal Clean Air Act allows states to follow either federal emission requirements or tougher standards set by California. Carmakers, however, insist that there's no way they can comply with the regulation because demand for battery-powered cars -- the only ones that currently qualify as ZEVs -- is nowhere near CARB's current quota. Our conclusion is that there is no sustainable customer demand at this time, DaimlerChrysler representative Reg Modlin testified to CARB last year. The manufacturers point out that electric vehicles, despite major advances in the past two decades, are still saddled with two significant drawbacks: Their ranges are shorter than gasoline cars and they take longer to recharge than ordinary vehicles take to refuel. One Toyota/GM-sponsored survey went so far as to claim that an all-electric vehicle would have to be approximately $28,000 less expensive than a comparable internal-combustion vehicle before (consumers) would agree to own and drive it. Car companies brandished the study before CARB last year, saying it showed that the ZEV mandate was just a well-intentioned pipe dream. But many buyers of battery cars say the automakers have it all backwards: It's a lack of supply, they claim, not demand, that's really holding the vehicles back. Pacific Gas and Electric, which uses about 4,000 light-duty vehicles in its fleet, began phasing in electric vehicles in the late 1990s. The utility currently uses about 30 electric vehicles; Kent Harris, head of PGE's electric vehicle program, says he would like to replace up to 1,500 of the company's gas vehicles with electric ones, but the carmakers aren't providing any more. Unfortunately, the production plans have been fairly limited, he says. We take what we can get. Other fleet operators in California have run into similar bottlenecks. Ed Kjaer, the director of electric transportation at Southern California Edison, says he heads up the largest electric fleet in the US, with about 320 electric vehicles. But he says that last year, the utility wanted to buy 120 more, but could only find a handful. Until their current economic woes cancelled all fleet expansion plans, the company was interested in buying up to another 200 electric vehicles every year, he added. Lawrence Berkeley National Laboratory's 280-vehicle fleet currently includes about 20 electric vehicles, but the fleet manager says dozens more could be switched to electric if the supply were adequate. And San Francisco, a city that has taken aggressive steps to use more electric vehicles, has also been stymied by the lack of supply. City parking officials, for instance, recently went shopping for ZEVs; unable to find enough that fit their needs, the department ended up buying 30 more gasoline-powered vehicles, says Rick Ruvolo, head of the city's clean air program. The lack of availability of cars is a major threat to this entire program, says Ruvolo. The US Postal Service recently ordered some 480 battery vehicles for use in California and is interested in buying up to 6,000 over the next few years. They haven't received any of the vehicles yet, says the coordinator of the program, but don't anticipate any supply problems. All told, the sampling of fleet operators in California contacted by MotherJones.com expressed interest in buying up to about 9,000 vehicles over the next few years. And there are dozens of other fleets across the state. In addition to organized demand from institutions, there is clear evidence of demand from
[biofuel] CarTrackers.com
Cut all the PR BS and this is pretty lightweight stuff, but maybe somebody can find some use for it. Try this one maybe (yawn): http://www.cartrackers.com/environment/ Keith Addison Journey to Forever Handmade Projects Tokyo http://journeytoforever.org/ http://ens.lycos.com/e-wire/Jan01/25Jan0102.html Environmental Issues Take Center Stage with CarTrackers.com Redesign FREMONT, Calif., Jan. 25 -/E-Wire/-- CarTrackers.com, (http://www.cartrackers.com), one of the largest and most influential automotive content destinations on the Internet, has introduced the first comprehensive automotive environmental sector available to consumers online. Think Green is an engaging, organized approach to the environmental issues affecting consumers and the automotive industry, forming an integral part of the redesigned CarTrackers.com, says Jeff Voth, President. With its dynamic information, extensive library of terms, images and reviews, consumers will appreciate the usefulness and visual appeal of Think Green. Overall, the site redesign will help make it easier for consumers to research and make smarter decisions about buying, owning and maintaining their automobiles. With a suite of vehicle management tools, time and money saving information and features, CarTrackers.com continues to be the premier, unbiased online resource for the automotive consumer. This award worthy redesign is innovative and ground breaking. Along with the various new sections being offered, CarTrackers.com continues to provide an extensive searchable used vehicle database with over 1 million cars, trucks and SUV's. Servicing satisfied consumers across North America, CarTrackers.com offers a full array of buying and selling resources, ask the expert and industry insider perspectives, recall and safety information and much more. Over the past 12 months, CarTrackers.com has recorded a dazzling increase in unique visitors, gaining nationwide notoriety as a must see, online automotive resource. It is also the #1 automobile specific web site in PC Data Online's prestigious Top Monthly Site Loyalty Report. Our team prides itself on offering comprehensive automotive information that builds on the most valuable asset of any business -- the customer. Our increase in visitors reflects the diversity of our services and capabilities and our continued commitment to meeting the varied needs of our customers, says Voth. Established in 1997, CarTrackers.com is a privately held company. CarTrackers.com promotes consumer-friendly automobile buying practices and an unwavering commitment to buyer education. SOURCE CarTrackers.com -0- 01/25/2001 /CONTACT: Jeff Voth, president of CarTrackers.com, 905-704-1140, ext. 34, fax, 905-704-0230, or e-mail, [EMAIL PROTECTED]/ /Web site: http://www.cartrackers.com/ Biofuel at Journey to Forever: http://journeytoforever.org/biofuel.html To unsubscribe, send an email to: [EMAIL PROTECTED]
[biofuel] Re: John Deere Two Cylinders
John, Put a post yesterday on a list for old John Deere tractors (1930- 1950). I have two Model B's made in 1940 1943. They're the All Fuel models with two tanks(gas other). There are two pistons mounted horizontally that are about 8 to 10 inches in diameter. Reminds me of a steam locomotive when running. Gives a feeling of raw simple horsepower. The consensus of the old timers is that if the tractor has the low compression pistons it will work fine. However many were upgraded when rebuilt and had higher compression pistons installed. The higher compression WILL cause knocking and other things you mentioned. Will let the list know the results. JV Biofuel at Journey to Forever: http://journeytoforever.org/biofuel.html To unsubscribe, send an email to: [EMAIL PROTECTED]
