Silicon Investor (SI) -- The First Internet Community

STOCKTALK

We've detected that you're using an ad content blocking browser plug-in or feature. Ads provide a critical source of revenue to the continued operation of Silicon Investor. We ask that you disable ad blocking while on Silicon Investor in the best interests of our community. If you are not using an ad blocker but are still receiving this message, make sure your browser's tracking protection is set to the 'standard' level.

Microcap & Penny Stocks : BAAT - world records for electric vehicles with zinc-air -- Ignore unavailable to you. Want to Upgrade?

To: J. Ramsey who wrote (2238)	2/24/1998 4:12:00 PM
From: shashyazhi	Read Replies (1) \| Respond to of 6464

Hugh MacInnes's book "Turbochargers" states that adding excess air to a diesel would reduce carbon monoxide output as well as hydrocarbon emissions. But what would it do for NOX? Up until 1972, Americans could order high performance V-8 engines with over 400 cubic inch displacement and 12 to 1 compression ratio. The high compression ratio resulted in high temperatures in the exhaust system, leading to the formation of oxides of nitrogen. And those oxides formed the basis for smog. That's the red stuff you see between you and the horizon. I remember watching a Titan missile at Cape Canaveral sitting on the pad. It was venting red nitrogen tetroxide gas from its oxidizer tank. It was sitting there, making smog! The old style V-8's made their smog by heating air. Eighty percent of what is moved through an engine is nitrogen. Heat it up to around 1800 degrees, and you get oxides of nitrogen. So lower compression ratios were mandated by the EPA. The Chevrolets dropped to 9 to 1 compression and immediately gained the reputation of being dogs in performance. A door was opened for an old technology from World War II airplanes, the turbocharger. Turbo chargers could replicate the high compression ratio on demand. The engine could pass the EPA tests. Now, along comes BAT with a technology that does what a turbo did, but with no moving parts added. A naturally aspirated diesel engine is set up to run with a slight amount of excess air or slightly lean, at an 18 : 1 air to fuel ratio, so that it won't smoke excessively at rated power. A typical diesel would reach the smoke limit and the exhaust gas temperature will reach 1300 degrees at the rated power. Joe LaStella told me that their exhaust temperature was only about 500 degrees in the exhaust collector, because of the excess air provided by pulse charging. He said that it was only about 800 degrees nearer to the piston! I have a book on turbocharging that states that a turbo diesel would have an egt of 1100 to 1150 degrees with a 50% increase in airflow and a 25% increase in power. So I have something to compare technologies. Referring back to the articles about modifying a gasoline VW engine to use pulse charging VS a 12 : 1 compression racing engine, I find that the dyno runs show that the pulse charged engine got more horsepower and saved fuel, to the tune of 30%. And it only used 9 : 1 compression! So it sounds to me like the modified Yanmar will meet emissions requirements because of the excess air available due to pulse charging. What is indicated here is that pulse charging surpasses turbocharging as a source of excess air. Logically, the cooler EGT should also result in reduced NOX emissions. As for being a teacher, well, I can lead them to the books, but I can't make them read. First, the student must make the pursuit of knowledge a priority over all others. It is the two or three percent of all humans that make this decision who lead us into the future.