Transonic Merging Diesel Engines with Gas

If they don't tell us how it works I'm not interested....

Del,

My first reaction to this one was the same as yours - no details, no opinion. On reflection though, raising the compression ratio will give large gains in efficiency. I am unclear on why regular gasoline won't work in a diesel engine. I know that they cite "pre-ignition" , but why can't injection be delayed to eliminate this? Future engines will use solenoids for valve operation and probably for the injectors. With that degree of control it seems that the combustion process could be controlled to eliminate pre-igniton. Recall the Kipling poem where the old marine engineer is reminiscing about his early days and how they would patch steam leaks with "tow". Those were 10 psi steam engines, which have evolved into thousands of psi. If we could see the same evolution path for internal combustion engines, maybe that would be the 100mpg breakthough that everyone hopes for.

LG_DAVE

Injectors already use solenoids...how else do you think the pulse profile is controlled?

I didn't read the article: has the engine got both glow plugs and spark plugs fitted? After all, petrol isn't known for auto-ignition...that's why you need a spark. Or are the cylinder pressures enormous?

Sorry, I got bored by the petrol vs diesel / EU vs US argument on the other thread.

A delightfully vague on the details - Just another bit of journalistic puffery.

Higher Compression = more Nitrogen Oxides in exhaust fumes = catalytic converters required = more expense and use of costly platinum.

Higher Compression = More Stress on bearings and Engine parts = faster wear = more costs.

I am quite willing to try a replacement motor kitted out by the above, to fit directly into my 1986 BJ70 Toyota LandCruiser.

If the supplier of Transonic Combustion retro-kits or replacement engines is interested, please contact me direct, via Personal Message at CR4, so I can advise Shipping details for the test engine, direct to myself.

I intend to test the engine over various climatic conditions, terrain, and petrol octane ratings, for some 50,000+ kM, which I regard as a fair test.

A full and comprehensive report will be given....I just love writing out Test Reports

Copy of Test Report shall also be provided into the CR4 Forum.

Kind Regards....

Multi fuel diesel engines are used throughout the US Military's vehicle inventory. They are designed to operate efficiently on gasoline, jet fuel, diesel, paint thinner, and other petroleum distillates. Without details, I can't see how this "Transonic Combustion" will be any different from what has already been developed.

As to ordinary diesel running on gasoline, my grandfather had an International (D-14?) Caterpiller tractor which was diesel but had an ignition system and started on gasoline. If diesel was wasn't available it operated with some reduction in power on gasoline.

I'm puzzled about the "Transonic Combustion" nomenclature. Flame front propagation in diesel engines is nearly always faster than 1100 feet per second which is into the transonic range. In fact the characteristic "knock" of many diesel engines indicates the combustion process is detonating which produces flame fronts well beyond Mach 1.

I am familiar with the old dual fuel IH crawlers. I used one some years ago. The first step in starting the motor was to switch the fuel to gasoline and set the compression release. Then you could crank the engine by hand to start it. When it had run for a minute or so, you would flip the fuel to diesel and the compression release to off. Later models would use a separate gasoline engine for starting.

How about a real application

http://www.gizmag.com/go/7679/

Hello Garthh

That engine does look interesting.

But when closely looked at, would be almost impossible to repair in the field or off-road, far away from the workshop.

That means it would be useless for anything except in a city or as a shopping cart, really.

Kind Regards....

Does that mean we should ditch modern engine management systems?

Back to carburetors, points, mechanical voltage regulators?

The ease or need to repair depends on the amount of redundancy built into the systems.

You may have to carry a scan tool & appropriate spares.

technology marches forward

Hello Garthh

The continuing problem with "technological advancement" continues.

<"You may have to carry a scan tool & appropriate spares.">

And of course we need the equipment to test and repair the scan tool, and further test gear to test those further instruments.

So....now I have the new "efficient" high-powered modern car, and I have to tow along several trailers full of tools, test gear, manuals, and spares, in case of breakdown.

The 6-seat fancy new car has one driver = me, plus the necessary five technicians/repair specialists as passengers.

Now things are not so efficient, are they.

Better back to the points, oil and so on, at least almost anyone could fix those problems, provided they had simple tools and a measure of common sense.

Kind Regards....