Quote:
Originally Posted by P-hack
2cycle + DI + water injection + high compression + Exhaust Recovery + CAT != 460 quadrajet.
There was a hot vapor carb thread recently (though the "carb" option is hard to justify anymore), which concluded with folks wanting to experiment with more advanced techniques on an old idea like this. http://ecomodder.com/forum/showthrea...kes-28177.html |
forgive me for being dense, i dont understand what your saying?
Quote:
Originally Posted by cRiPpLe_rOoStEr
Gotta have to second that. Actually, if you could find either a 2-stroke spark-ignited engine or a 4-stroke Diesel, they seem to be the best options for a "multifuel" development. IIRC Evinrude once developed a "multifuel" outboard motor which could also run on Jet-A1 and JP-8 (altough I'm not sure about how it would fare with heavier stuff such as Diesel fuel or wood tar). Lotus also have been working in a 2-stroke "omnivore" engine...
You may also be interested in a system currently under development by Westport which uses a glowplug to ignite CNG in a direct-injection Diesel engine. If you could apply that as a replacement for the average spark-plug in a random 2-stroke engine, that would be possibly the best setup as far as "multifuel" ability goes, with a quicker cold-start than the old hot-bulb engines...
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i saw that a while back, and it seemed lame to me that they only had it set up for the jet fuel grades, its practically like a regular engine with provisions for kerosene operation
im sticking with a 4 stroke and heres why:
two strokes burn dirty, and the intake charge needs to lube the engine, you throw only hot vapors in and your engine will in short order die, and probly still smoke the whole time running
diesels weak spot is the injector pump and injectors, clog them or melt them with a non lubricative fuel and that gets expensive.
4 strokes are designed to run on "vapors" atomization is an attempt to homogeneously mix air and fuel. the cleanest burns result from full vaporization of fuel, fuel droplets burn from the outside in, and result in unburned fuel. thats a known fact.
i keep drawing paralels to woodgas, you take something that wouldnt burn too well or even be able to fit in the cylinder (wood, plastic, biomass ect) and turn it into a vapor that mixed with air is routed to the engine. ive thought about several approaches to the problem of generating and properly mixing vapor with air. im a mechanical engineering student with plenty of electro-mechanical system experience from robotics to engine management systems trouble shooting, fooling, and improving. the EASIEST solution i see is a carb. you turn the throttle it dumps in fuel based on vacuum signal no computer gets upset about strange O2 readings, or intake air temps, or the fact the CAT is gone (another O2). combine that with the ability to vaporize the fuel, a hot intake and preheating air and fuel, and you have the possibility of generating flammable vapors that will run the engine. what i was extremely worried about until a short while ago was how close the smoke point is to the auto ignition temp. but marcello has a video clearly showing the intake charge igniting in the intake with no serious effect on performance. it goes against what most people think is ok, but if it doesnt hurt who cares. all that 4 stroke needs is a compressed flammable mixture and air that a spark will ignite, it doesnt care what brand carb is on it, doesnt care what sort of flammable vapor is in the cylinder, if it will ignite them BOOM it runs.
thats what im shooting for, is taking things that by themselves wouldnt run the engine, but turn them into flammable vapor and yes the engine runs. doesnt matter where or how you get the vapor as long as its flammable.
it doesnt really bother me admitting failure from before or if this fails or succeeds im looking for anyone who has played with steam injection on a 4 stroke, or anyone whos ran anything else besides ethanol or gasoline in their 4 stroke engine. i really want to hear from those people.