----- Original Message ----- From: "Christopher" <[EMAIL PROTECTED]> To: <[EMAIL PROTECTED]> Sent: Saturday, October 16, 2004 10:08 AM Subject: RE: [Biofuel] Petrol/Paraffin Motor ? Part:1
> Thanks Max, that is really enlightening. I'm looking forward to your next > email. > > Christopher Hello Christopher, and all ! PART: 2 My own solutions As in the commercial kerosene cars (Saab and Talbot), I made a preheater for the kerosene, from the coolant circulation. Further more, I installed a "starting gasoline" tank, and an electric fuel pump for the gasoline, operated with a flip switch at the dashboard. At the carburettor an electric (magnetic solenoid) valve for choosing fuel, with a flip switch on the dashboard. The standard (mechanical) fuel pump delivered kerosene from the "old" gasoline tank. In the first car I "wrapped in" BOTH the exhaust- and the intake manifolds in the same package made of peaces of aluminium sheet, about 1,2 mm thick. The package was tightly screwed together with self drilling sheetscrews, air was taken in from small slots towards the engine top. From a peace of thin metal tube (65 mm diam.) I made a stud, screwed to the aluminium package. Attached to the stud, an air hose (diam 70 mm) "transported" the intake air from the "package" to the enlarged air filter intake. On the air hose I had a slide valve, operated by wire from the dashboard. With this valve one could "blend in" cooler air, when the "engine room" got hot enough. The temperature of the intake air was read by an electric meter on the dashboard. The thermal sensing device was bolted through the air cleaner cover. Water nebulisation was "made" by an identical carburettor, attached on top of the fuel carburettor. To avoid too great amounts of water, and too much of air choking, the air venturi was removed, and the main "fuel" orifice had to be prepared, so that the flow area would be decreased to a fourth of what was used in the real fuel carburettor down beyond. Both carburettors were of one-throat type; small engine. The increased (air)flow area in the water "carburettor" had the desired result, that no water was nebulized at idle RPMs. Under load, the water consumption kept around one fourth of fuel consumption. This was enough to avoid knockings, and keeping the combustion chambers free from soot and slag. Still, this amount did not cause any noticeable "washing" of the intake valve stems, the lubrication was functioning properly. The float chamber in this upper "water carburettor" operated without ANY FLOAT! The water tank was placed in the front passenger's "foot compartment", about half a meter below the carburettors. Around the bottom, inside the tank, a circling copper tube melted the ice in the winter, with valve-regulated hot coolant, in 15 minutes. On top of the tank, the water pump (24 V) with a vertical shaft down to the tank bottom, where the centrifugal pump. (Originally a windscreen "piss-pump") At 12V the pump, now with 2-fold thicker coal-brushes for constant use, gave a water pillar (gauge) of 1m. This was enough to fill up the float chamber trough a 1 mm orifice, horizontally to the BOTTOM of the camber. Bottom, while it should DRAIN the chamber back to the tank. No ice in the chamber, when freezing! A second (6 mm) hose was taking care of the "overflow", starting from the chamber side at the desired height. Sloping back to the tank, it suctioned a string of air bubbles, more or less, according to "need". The level was always constant. The second car was othervise arranged in the same way, but I made the "mistake" to leave the intake manifold outside the aluminium wrapping. This forced me to use higher temperatures on the intake air! (100 - 110¡ Celsius, instead of 90 - 100¡ Celsius) It works better to have hot intake manifold SURFACES and "modest" air temperatures ! This will put the RELATION between nebulized "fuel fog" and "fuel dry gas" just RIGHT ! Haven't you observed it with gasoline-carburettor cars? When the "engine room" is almost too hot: The motor moves "softly" as a cat at low RPMs; like a steam engine, and gives good torque, without tendencies to stop? A slightly cool "engine room" and engine, is very much prone to stop on low RPMs, if you try to get torque, as when parking in deep snow? REASON: Dry "fuel gas" burns slowly, and "fuel(micro)fog" burns more like an explosive, but is harder to ignite (as cool). Another difference was, that the second car had a double throat carburettor, so the water nebulization had to be made in the same carburettor. Where the fuel arrived to the air venturi from the front, the water arrived at the same height from the rear. Same arrangement in both throats. Throat no:1 got two levels of "water supply" by mixing in a small amount of "bleeding air" in the waterline from the (external) "float chamber without a float", determined by an air valve, operated by a spring-loaded diaphragm, which sampled the intake manifold pressure (vacuum). Smaller amounts of water (air bleed) by "cruising", and greater at full acceleration (no air bleed). Both engines had a compression ratio of 9:1. By the way, under full load on highways, the water nebulizing takes away the typical smell. Regards, Max _______________________________________________ Biofuel mailing list [EMAIL PROTECTED] http://wwia.org/mailman/listinfo.cgi/biofuel Biofuel at Journey to Forever: http://journeytoforever.org/biofuel.html Biofuel archives at Infoarchive.net (searchable): http://infoarchive.net/sgroup/biofuel/
