[naturalextraction]

Thanks greasess for interest in the technology not how i drive. I got rather disenchanted with this thread were sadly the technology is completely overlooked by probably a multitude of "self" reasons related to the psychology of the reader.
The timeing is at stock setting and I don't need to retard timing for the sake of boost as it just would have less power otherwise. I don't have the electronic timing on this EFI to bring timing up under normal operating pressure. So I keep it stock. A/F ratios stay the same although I apparently can run a bit leaner on higher diesel to gasoline ratios or straight diesel. The trick, if you will, is about the surface tension disassociation of the fuel.

I have a device under patent pending status that does work on the fuel before it's introduced to the air induction system. I've been messing with this for about 7 years now and have a multitude of methods in which I've tried to narrow in on one, simplify it greatly and make it a plug and play simply to utilize the fuels readily available and of course get maximum use of the internal chemical potential energy. But this has more to do with over all system configuration as well. Some of the "stuff" you see on the bike in the video is simply there for testing different devices or ease of manipulating configurations.

In theory, it isn't that difficult to utilize the different fuel sources in the ICE and was done much more so in the early years of the ICE's development. Fuels were also quite different and always had much higher surface tensions. The gasolines of today vary widely in it's composition dependent on crude and refinery processes and additives.

The typical composition of gasoline hydrocarbons (% volume) is as follows: 4-8% alkanes; 2-5% alkenes; 25-40% isoalkanes; 3-7% cycloalkanes; l-4% cycloalkenes; and 20-50% total aromatics (0.5-2.5% benzene) (IARC 1989). Additives and blending agents are added to the hydrocarbon mixture to improve the performance and stability of gasoline (IARC 1989; Lane 1980). These compounds include anti-knock agents, anti-oxidants, metal deactivators, lead scavengers, anti-rust agents, anti-icing agents, upper-cylinder lubricants, detergents, and dyes (IARC 1989; Lane 1980). At the end of the production process, finished gasoline typically contains more than 150 separate compounds although as many as 1,000 compounds have been identified in some blends (Domask 1984; Mehlman 1990).

With all that, finding a method to disassociate while not loosing energy to heat absorption and materials is tricky and the largest challenge while still allowing the ICE to utilize internal chemical energy with minimal losses or basically just more efficiently. The ICE alone is not a very efficient power producing component as it is. Thus why we are developing a different turbine type engine of our own with far less parasitic losses and combining it with the efficiency and torque of an electric motor. (The turbine engine is not like a regular turbine much at all fyi but utilizes the basic concept) Which you can read about more in the Energy Extraction blog addressed in the video.

On a side note, I had a Shell chemist arguably (ego) tell me I could not run a gasoline engine on diesel even though agreed the diesel can be refined/disassociated further and is, and once I proved it could be done, consistently, he has never had the courtesy to return my emails even to defend his position. (or ego)

Real science investigation requires you should be wrong every once in awhile if not often to seek out real quantifiable and consistent results. So if I'm wrong thats a good thing and as Dr. Richard Feynman said, "real results also include not denying the real physics involved and being mislead by your own results." It's important to keep testing and investigate all potential mis-observations as well. No pseudoscience crap allowed here.