My 1991 Talon TSi Compound Turbo AWD

[Logic]

Originally Posted by Logic

Just thinking outside the box...hopefully!?

So was I thinking outside the box, or are you way ahead of me here!??

With compression ignition..???

[pgfpro]

Originally Posted by Logic

So was I thinking outside the box, or are you way ahead of me here!??

With compression ignition..???

Once again, you're thinking the same way I am. lol

The only thing I can add is on my Passive Pre-Chamber is it already can run GCI. I just need to fine tune the tune. Now an Active Pre-Chamber would make my life way easier, but it comes down to an added cost for me. Here is the test I did by cutting the ignition that you can see where the red rpm line has a short dip that goes away then smooths out. It runs clean until about 3/4 of the way through where it has a little hiccup with a little knock then clean then it hit the rev limiter and shows the big spike in knock. This was not true GCI because I was running GEM42 fuel. So, I guess its GEM42 Compression Ignition lol. I'll share another photo to show an issue I'm having with heat that I need to test a new idea to fix that.

My biggest hurdle is time. I'm one month 18 days away from quitting my normal job and totally focus on finishing the Camaro and start testing.

I would Love to enter that FE event

[Logic]

Originally Posted by pgfpro

Once again, you're thinking the same way I am. lol

The only thing I can add is on my Passive Pre-Chamber is it already can run GCI. I just need to fine tune the tune. Now an Active Pre-Chamber would make my life way easier, but it comes down to an added cost for me. Here is the test I did by cutting the ignition that you can see where the red rpm line has a short dip that goes away then smooths out. It runs clean until about 3/4 of the way through where it has a little hiccup with a little knock then clean then it hit the rev limiter and shows the big spike in knock. This was not true GCI because I was running GEM42 fuel. So, I guess its GEM42 Compression Ignition lol.

A possible time (and money?) saving option might be to mod one of these tiny Toyan engines into an 'air' pump, rather than a modded diesel injector pump..?
ie:
A head replacement with one with reed valve plates (Send Cut Send) and rubber seals instead of piston ring/s.
With any luck one with a buggered head and/or cam etc may pop up on Ebay.

I'm just thinking that the independent (any gas mixture) and better filling/evacuating of the pre-chamber with COOL charge may unlock potential..?
Even/especially for GCI..??

https://www.youtube.com/watch?v=gBC7koChPsE

Originally Posted by pgfpro

I'll share another photo to show an issue I'm having with heat that I need to test a new idea the fix that.

Pre-chamber overheat / pre-ignition?
Is it more due to pre-chamber temperature, or compression heat?
Don't spoze it matters which much.

Hmmm...
I'm seeing water cooled, copper (for thermal conductivity and that H2) pre-chambers with ceramic coated nozzle (and thread?) areas here?
Perhaps copper pre-chamber with stainless steel (lowest metal thermal conductivity) nozzle and thread bit ??

If water cooling, search:
120 radiator computer

Compression heat:
It would be a hell of a challenge to find/make a reliable, fast acting one-way valve for each pre-chamber nozzle!..?

If active chamber, a tiny nozzle might restrict inflow during compression..?

Ooh!! Or tiny Tesla 'one way' Valve!?

https://www.youtube.com/watch?v=eNBg_1GPuH0

Originally Posted by pgfpro

I would Love to enter that FE event

YE! That's a 'wave' worth making. just for the fun of it!
I assume you still have those combo rear wheel covers and side skirts etc, for just such an occasion!?

[freebeard]

Video ends with "science water (coffee)". I shall steal that.

[deanznz]

Hi pgfpro have you looked into Michael Ward, president of Combustion Electromagnetics Inc

========================
"Since ECO-FIRE produces a spark with five times the flow-coupling capability of standard ignitions, the Design News article highlighted the ignition-flow-coupling theory, even though it had yet to be tested. Ignition flow coupling involves placing the spark directly in the fuel mixture flow field of the engine's combustion chamber, in contrast to the more typical approach of sheltering the spark from the flow region by recessing it. CEI's high-energy spark withstands flows up to 20m/sec, says Ward, "so flow becomes an asset when igniting lean fuel mixtures be-cause it stretches the spark kernel, distributing its energy over a larger volume."


In 1977, CEI was formed to pursue lean burn. Initially, it pursued ignition aspects of lean burn and had its first success in 1986 on a Ford Escort at Lucas, England. Under conditions of 20, 35 and 50 percent load, it obtained 25, 17 and 10 percent gain in fuel efficiency at 24:1, 24:1 and 28:1 AFR, with negligible NOx — never seen before in a homogeneous charge engine, reported in the “Economist,” July 5,1986.

................

Five years later, CEI finally received the flow-tunnel from GM. The results were astonishing. GM's HEI had a lean limit of 23:1 to 26:1 AFR. The CEI ignition gave, by comparison, 33:1 to 34:1 AFR, or a hard-to-believe eight AFRs gain. Flow enhanced lean burn, contradicting Exxon's claim. Flow-coupling was seen to be the missing link in lean-burn technology.

=============================

the above were from the links below

designnews.com/motion-control/rebirth-of-lean-burn-technology

designnews.com/automotive-engineering/lean-burn-lives-

designnews.com/industry/thirty-year-quest-for-lean-burn


it seems he has a few patents under the name Michael A. V. Ward

patents.google.com/?inventor=Michael+A.+V.+Ward


.

[Logic]

Originally Posted by deanznz

Hi pgfpro have you looked into Michael Ward, president of Combustion Electromagnetics Inc

========================
"Since ECO-FIRE produces a spark with five times the flow-coupling capability of standard ignitions, the Design News article highlighted the ignition-flow-coupling theory, even though it had yet to be tested. Ignition flow coupling involves placing the spark directly in the fuel mixture flow field of the engine's combustion chamber, in contrast to the more typical approach of sheltering the spark from the flow region by recessing it. CEI's high-energy spark withstands flows up to 20m/sec, says Ward, "so flow becomes an asset when igniting lean fuel mixtures be-cause it stretches the spark kernel, distributing its energy over a larger volume."


In 1977, CEI was formed to pursue lean burn. Initially, it pursued ignition aspects of lean burn and had its first success in 1986 on a Ford Escort at Lucas, England. Under conditions of 20, 35 and 50 percent load, it obtained 25, 17 and 10 percent gain in fuel efficiency at 24:1, 24:1 and 28:1 AFR, with negligible NOx — never seen before in a homogeneous charge engine, reported in the “Economist,” July 5,1986.

................

Five years later, CEI finally received the flow-tunnel from GM. The results were astonishing. GM's HEI had a lean limit of 23:1 to 26:1 AFR. The CEI ignition gave, by comparison, 33:1 to 34:1 AFR, or a hard-to-believe eight AFRs gain. Flow enhanced lean burn, contradicting Exxon's claim. Flow-coupling was seen to be the missing link in lean-burn technology.

=============================

the above were from the links below

designnews.com/motion-control/rebirth-of-lean-burn-technology

designnews.com/automotive-engineering/lean-burn-lives-

designnews.com/industry/thirty-year-quest-for-lean-burn


it seems he has a few patents under the name Michael A. V. Ward

patents.google.com/?inventor=Michael+A.+V.+Ward


.

So you have a direct injection injector aimed at the spark in such a way that the spark is within a localized.. 'flow' of richer mixture?
Resulting in a jet of ignition/burn similar to what comes out of pgfpro's pre chamber..??
Or more a fast burn 'volume' downwind of the plug that gets the fires started asap???

I'll have to read the patents wont I!