Quote:
Originally Posted by RustyLugNut
But throwing in the 25% expectations is not the point. Moving operating conditions around and seeing the results is.
As I have discussed in the past, the enthalpy of the fuel/air mix right before ignition is important. We cannot easily change the turbulence, but we can add fuel heat, intake heat and eventually varied amounts of seeding gas (HHO). All of this affects the chemical kinetics and can reduce the ignition lead time.
You have heavy duty EGR heat exchangers that could be effectively used as intake heat exchangers. The dyno poster, fujioko, has already built a fuel to coolant heat exchanger, and I have a robust electrolysis generator. Integrating all of this on his test engine dyno would take some effort, but, it would give our forum some definitive answers to the question of HHO.
|
The problem is heated fuel tends to now show fuel economy improvement on modern gasoline engines.
__________________
1984 chevy suburban, custom made 6.5L diesel turbocharged with a Garrett T76 and Holset HE351VE, 22:1 compression 13psi of intercooled boost.
1989 firebird mostly stock. Aside from the 6-speed manual trans, corvette gen 5 front brakes, 1LE drive shaft, 4th Gen disc brake fbody rear end.
2011 leaf SL, white, portable 240v CHAdeMO, trailer hitch, new batt as of 2014.
|