Global Warming SOLAR-made not MAN-made

[Captain Virgil Hilts]

There is only so much energy available in a gallon of gasoline, alcohol, or diesel.

Diesels cannot use a carburetor of any kind because the have no intake manifold vacuum and because it is the injection of diesel fuel that starts combustion, ans a diesel has no ignition system.

The most you can do is burn 100% of the gasoline or alcohol that you put in. To do that, you have to have a perfect ignition system, a lot of compression, and a perfect air to fuel ratio (about 14.7:1 for most gasoline, and about 7.7:1 for methanol) and perfect atomization. A carburetor MIGHT be able to create the perfect air to fuel ratio, under a very narrow set of conditions, with one blend of gasoline. It also MIGHT be able to create perfect atomization, under a very narrow set of conditions. Outside those conditions it can't do it. And even with high speed computers, a ton of feedback sensors, and high fuel pressure, electronic fuel injection never achieves the perfect air fuel ratio or perfect atomization. I've spent the last near 30 years of my life working on fuel injection and carburetors, I'm convinced there will have to be breakthroughs we won't see for a couple more decades before we achieve perfect combustion, or even get close.

[Angus]

So, smart one:
"Looking at world temps it appears that the temp is leveling off and even going down some.. which makes sense seeing as how solar activity (not solar brightness) has gone down."

Why does that not show on the polar caps (which have a record breaking melting like,,,every year) or at least the ocean temperature (which should cool from the molten ice mixing with it)

Just lag?

[Angus]

"There is only so much energy available in a gallon of gasoline, alcohol, or diesel.

Diesels cannot use a carburetor of any kind because the have no intake manifold vacuum and because it is the injection of diesel fuel that starts combustion, ans a diesel has no ignition system."

Firstly, a normal engine uses only a part of the available energy.
Secondly, (my fault), this "carb" would better be named something else. It is very much more related to the diesel injection system for that sake.
Thirdly, wouldn't it not be correct to say that it is the compression of the diesel fumes that causes the combustion. That's what I got taught.

[Captain Virgil Hilts]

Originally posted by Angus
"There is only so much energy available in a gallon of gasoline, alcohol, or diesel.

Diesels cannot use a carburetor of any kind because the have no intake manifold vacuum and because it is the injection of diesel fuel that starts combustion, ans a diesel has no ignition system."

Firstly, a normal engine uses only a part of the available energy.
Secondly, (my fault), this "carb" would better be named something else. It is very much more related to the diesel injection system for that sake.
Thirdly, wouldn't it not be correct to say that it is the compression of the diesel fumes that causes the combustion. That's what I got taught.

Angus,
I'm fully aware that an engine uses only part of the energy in a gallon of fuel. I build race engines for a living, I spend most all of my waking moments looking for a way to make more efficient use of the air and fuel I can get into my engines. That is why I stated that perfect combustion has not yet been achieved, not even close. It may never be, we may move on to another form of power.

It is actually more correct to say that an engine only gets a percentage of the energy out of a gallon of fuel during combustion, because much of the energy that does get taken out is "wasted" in heat dumped into the coolant system and blown out the exhaust, as well as friction, and power used to keep the engine operating.

Knowing what I know about carburetors, but not having been to the site, I was sure it wasn't actually a carburetor, and I'm not at all surprised it is kin to fuel injection. I figured there was some sort of communication issue there.

Actually, in a diesel, you have super heated compressed air (most diesels have a compression ratio of 22:1 or more, where as most gasoline engines have 10:1 or less compression), and the injection of diesel fuel under fairly high pressure is the actual cause of combustion. That is why timing diesel injection is like ignition timing in a gasoline or alcohol fueled engine. In a diesel it is called "line timing". To a certain extent, you can increase line timing like you'd advance the ignition timing on a gasoline or alcohol fueled engine and gain power.

Unlike a gasoline or alcohol fueled engine, you can turn up the fuel pressure and/or volume on a diesel and make more power with the same amount of air and the same RPM. Fooling with my tractor, I used to "jazz" the injector pump (increase the fuel pressure and volume), and turn up the line timing (advance it about 4-6 degrees), I had a pretty stout tractor! Used to do the same thing to the Detroit Diesel in a truck I drove for a while. When I got serious about it, I put about 10% methanol in it.

[Viking]

Originally posted by Angus
Welshmen built a filter that seperates carbon into...water.

How do you "separate" carbon into water? Carbon is a basic chemical element and cannot be broken down without a nuclear process, like a particle collision in a collider-ring.

Did this welshman also invent cold-fusion for his "filter"? If not, I'm not buying it.

[Angus]

The heat?
From the high compession, and BAM.
Anyway, if if you're interested, I can link you to these guys. Maybe you can crew on something?

[Captain Virgil Hilts]

Originally posted by Angus
The heat?
From the high compession, and BAM.
Anyway, if if you're interested, I can link you to these guys. Maybe you can crew on something?

Yeah, it's fuel injected into heat that makes a diesel work. See, if the fuel was already in there, you couldn't control WHEN combustion occurred. It is the injection of the fuel that controls when combustion occurs in a diesel.

Honestly, I doubt I'd do them any good. I'm just an engine builder (I sometimes drive, and I build the transmissions and rear ends as well as crew the cars) not an engineer. Shoot, I buy my carburetors ($1K for a Holley 4 barrel! from a friend to) and my fuel injection stuff (Kinsler fuel injection), because I know were my strengths and weaknesses are.

What those guys need, if this is for real, is an engineer with education in combustion and emissions. One of the best racers ever was a guy named John Lingenfelter, he could make power like few others. He held a degree in engineering, his specialty was actually emissions, I think he got it on a scholarship from International Harvester or something like that. He was injured in a race several years ago, and lingered for over a year before he died. Those guys need someone like Lingenfelter, unfortunately, guys like him happen once in a great while.

[john9001]

Originally posted by Captain Virgil Hilts


Diesels cannot use a carburetor of any kind because the have no intake manifold vacuum

??? ....ah, how do the diesels that are not turbocharged or supercharged  get air into the cylinder?

[Captain Virgil Hilts]

Originally posted by john9001
??? ....ah, how do the diesels that are not turbocharged or supercharged  get air into the cylinder?

Plain atmospheric pressure. A diesel has no air metering system, no throttle blade at all. The intake on a naturally aspirated diesel is simply open, the only restriction at all is the air filter.

A diesel is throttled by fuel control. It can have all the air it wants all the time, you add as much fuel as is required to make the RPM and power you want. The accelerator pedal is linked to the injector pump as opposed to any sort of throttle body. On computer controlled diesels, it is only connected to throttle position sensors that send data to the computer that controls the fuel system.

A gasoline or alcohol fueled engine has a throttle that meters air, and therefore when the throttle is closed, or semi closed, there is an actual vacuum created.

The older diesel vehicles (light trucks and passenger cars) had vacuum pumps in order to operate vacuum driven accessories and vacuum modulators on automatic transmissions. Also, they use hydraulic brake boosters, driven off the power steering pump, as opposed to vacuum boosters. GM at one time had another solution, called the "power master", it was an electric brake booster. It was used on some diesel passenger cars, and the last 2 1/2 years of the Buick Grand National. It is very unreliable junk. Glad my 84 TType has hydraboost.

[john9001]

how do the gas engines that are not turbocharged or supercharged get air into the cylinder?

[Angus]

Originally posted by john9001
how do the gas engines that are not turbocharged or supercharged get air into the cylinder?

It sort of...sucks.


And for you Virgil, - the design is already built and tested. It's been tested on various systems for several years.

And on diesel combustion,,,and the heat: you are referring to pressure occuring heat?

[Captain Virgil Hilts]

I covered that. Read above. Gasoline and alcohol engines throttle air, they restrict the air as it comes in, thereby creating a vacuum. It is the vacuum created by the restriction, that creates the pressure drop across an orifice that makes carburetion work.

[Angus]

Oh, too fast to hit the button.
Oh, you have an answer. Ok. Good.
I just wanted to add, is it therefore that diesels have a slight "lag". Normally takes you  (well, I have mostly old engines...but?) some rotations before the injection pump has built up enough pressure to start spraying out through the nozzles right?
(I hope I have the right english terms)
As for the design, I was going to say that it has been tested excessively with fuel economy as well as emission, and they claim some impressive results. The computer guy who checked the equipment on the emission and exhaust tests didn't belive his eyes. And the design is claimed to be useable from anything from small to...big big.
It's a bit of a different concept. I won't get it all explained to me, but I have the basics. Much closer to a diesel than a carb definately. Let's say that it's a new approach to how to break up the fuel into very small particles mixed with air, that's the goal anyway, but very very well, and in a mechanical way. All-way Newton AFAIK. And the guy is,  or used to be a motorcycle geek.

[Captain Virgil Hilts]

It really depends on the type of fuel system the diesel has. Most PURE mechanical diesels do have some lag or hesitation, simply because it takes a bit for the fuel system to respond to the throttle changes. The new computer controlled diesels all but eliminate the problem, because the fuel system runs at high pressure and is high volume capable all the time, and the injectors are electronically controlled. The same applies to turbocharged gasoline or alcohol fueled engines with electronic fuel injection.

At one time, Kinsler fuel injection had a really neat, concise description of how constant flow mechanical fuel injection worked, what the drawbacks were, and how to over come or reduce them. Older purely mechanical diesels are constant flow, as are the old racing gasoline and alcohol injectors. The only difference is the diesel system only throttles fuel, where as the gasoline or alcohol systems throttle air and fuel. Kinsler may have the article on their website. I had kinsler do my old Crower/Mckay system I ran on an alcohol big block Chevy. Those guys taught me a lot.

[lazs2]

angus... isn't the total of ice in both the north and the south the same or increasing?  The ice in the north is a smaller amount and prone to rapid changes while the ice in the south is actually thickening.  

Look at the temp graphs and you will see the temp leveling off and even dropping.  

lazs