FUEL VAPORIZATION, DOUBLES MILEAGE

[exxcomm0n]

Howdy z.monkey

I'm not puffy about it.

I had thought about the use of turbo but hadn't looked into its aspects enough until you brought it up, and for that I thank you.

As for tossing out theoretics, I'm pretty good at that, and pretty sloppy about the manner in which I do it but I thought that I should point out that trying to make more fumes with colder air is a concept I bumped heads with just a few posts back in a much different way (and not very flattering) and so thought it might behoove readers of the thread to take that aspect into consideration.

If'n you could please bring a bit more about the ultrasonics angle to the table, I'll be appreciative as it's a weak point in my knowledge.

Please do not let me, or any other, keep you from posting your thoughts!

Blessed Be Brother.....

[tishatang]

Hi All

My take on the Opel modified high mpg engine:

There is no water pump.  There is no fan.  A large truck radiator holds enough water for the short run anticipated.  The water circulates by what is called a thermo siphon principal.  When you have large hoses and the radiator sits a little higher than the top of the engine, the hot water flows out of the engine into the top of the radiator and the cooler water enters the engine from below.  Some early old time tractors used this principal.  No water pump needed.  I think there is a duct fan to force the hot air from the radiator through the crankcase and into the inlet of the carb.  The choke lever shown is to adjust  the quantity of air,  The reddish hose is the fuel vapor hose connected into the intake manifold below the carb.  The other end of the reddish hose looks like it is connected to a large tube-like chamber to collect the vapors.  You can kind of see a hose clamp there.  This engine will be tuned to run at only one optimum speed for economy.  There is no throttle.  They built in an optional gear to try to maximize milage.  No doubt the engine would be brought up to working temperature, and then an easy way to put in a measured amount of fuel for the run had to be implemented.

Unknown where the air inlet into the radiator is?  Maybe it is just collected from inside the engine compartment?  And, of course the design of the fuel vapor chamber?.  The exhaust heat was probably used to help vaporize the fuel.  Great pains were taken to prevent engine heat loss to the outside.  No outside air to cool the radiator.  Yet, the engine has insulation on the top and side covers and around the carb.  Like they didn't want those parts to be the same temperature of the engine compartment.  Maybe this was to fine tune the balance of the hot air and hot vapors a little independent of everything else as the engine compartment temperature rose?

Everything else was to eliminate drive train losses and weight.

Our problem is we have to have a variable speed engine and not overheat if we want to use our AC. 

Maybe the guys that have the car now can take some photos of the other end of the reddish hose and the treatment of the exhaust manifolds?  Therein lies the secret.

tishatang

[allcanadian]

When I think of the most efficient ICE, I think of Carnots perfect engine cycle. Carnot stated----
1)Air and fuel are taken in at atmsopheric conditions
2)Perfect Combustion takes place at maximum pressure and temperature
3)Exhaust gasses are released at as near to the initial conditions of (1) as possible--- ie atmospheric conditions.

[z.monkey]

Howdy Y'all,

Are you all familiar with the ultrasonic fountain?  I see them a lot in Asian stores, they are popular around Christmas time.  They are a decorative humidifier which use an ultrasonic element to vaporize water which forms a mist in the fountain.  The basic principle being  the water is exposed to ultrasonic sound which gives it enough energy to separate the water molecules and form a vapor.  In the fountain there is a self contained driver, some LEDs and ultrasonic transducer which a potted into a small stainless steel cylinder.  You just apply direct current to the device and it makes a light show and the water vapor mist.

Now lets switch gears so to speak and look at this in light of the topic of this thread.  Suppose we use these ultrasonic sound waves to add energy to the gasoline molecules causing them to separate?  When the molecules are separated, and you have a finer mix of gasoline and air you get a better, more efficient burn.  The gasoline will burn more completely, and there will be less hydrocarbons left in the exhaust flow.  This produces more power with less gasoline, or any fuel for that matter.

Now how could we apply the ultrasonic sound waves to the gasoline and air mixture?  For a carbureted engine you could place the ultrasonic transducers in the plenum of the intake manifold pointed up at the base of the carburetor.  As the fuel air mixture flows down through the plenum in the intake manifold we excite the mixture with the ultrasonic sound waves which separates the gasoline molecules.  For a fuel injected engine this is more difficult.  Most modern fuel injection systems are called direct injection.  The fuel is sprayed into the airstream right at the face of the cylinder head where the intake airstream is flowing into the cylinder head.  This doesn't leave much space to manipulate the fuel air mixture.  And here don't be fooled by a fancy injector system, they are just as inefficient as carburetors, but they are more reliable because they are controlled by a computer.  We have a couple of options here.  First we could add a tube which is inserted into the intake manifold runner just after the injector.  The tube has the ultrasonic transducer in it, and it is modulating the mixture where it is sprayed into the intake manifold runner at the face of the cylinder head.  This, I think, would not be as effective as having the ultrasonic transducers in the plenum of the intake manifold under the carburetor.  The second fuel injection scenario is to mechanically modulate the tip of the fuel injector at ultrasonic frequencies, which are around 40 Kilohertz.  Any of these scenarios would require extensive development.  I think it would be worth it if we can make a significant difference in the amount of gasoline we are using.  Plus there is a potential market here.  If we could design a retrofit kits to add these improvements to any vehicle then there is a business to be started.  You could be helping to reduce pollution, increase fuel efficiency and make money at the same time.

Oil is a limited natural resource.  It will not last forever.  We need to optimize its usage.  Doing what we can to improve efficiency and reduce pollution is the ecologically responsible thing to do.  By doing this now we are helping to take the burden off future generations.  I shudder at the thought of my descendants having to clean up the mess that I made.  I want to make the world a better place for them.

Blessed Be Brothers...

[Libra8]

Excellent work gentlemen. I drove a 1982 Datsun/Nissan 310 back in the day and it got 35/36mpg on the highway. It's hard to believe that in 25+ years cars aren't getting better mileage. Keep up the good work.