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Thread: 1996 F250 Powerstroke Diesel

  1. #21
    Clipper Guest
    Here's a little more elaboration:

    I looked up the autoignition temperature of Hydrogen, it is 1085 degrees Fahrenheit, or 585 Centigrade, or 858 degrees Kelvin.

    http://www1.eere.energy.gov/hydrogen...fs/fcm01r0.pdf
    (page 26)

    http://chemistry.about.com/library/w...empconvert.htm
    (Temperature conversion calculator.)

    Now, using the "Diesel Cycle" calculator in the middle of this page:
    http://members.aol.com/engware/calc3.htm
    Starting with 1 atmosphere of pressure, in other words, no turbocharging,
    858 degrees Kelvin is reached at about 14.17:1 of adiabatic compression.

    With turbocharging, it is reached even sooner.

  2. #22
    Join Date
    Sep 2008
    Location
    tuscaloosa,al
    Posts
    177
    have to factor in timing. the fuel in injected before TDC.
    1982 MB 300D Turbo Diesel 90%WVO/10%RUG + additives blend. $.50/gal
    don't know what MPG is, probly low 20s

  3. #23
    QUICK LIGHT Guest
    I have a ford 6.0 diesel and haven't seen any increase in fuel millage. But I am still trying.

  4. #24
    Join Date
    Mar 2012
    Location
    Canada
    Posts
    3
    Glow Plugs
    These should not have a negative effect and or cause a flash back. From logic: glowplugs don't pre ignite diesel. It takes both compression and the glow plug to have ignition on manifold injection [where fuel is present during compression].
    LONG ANSWER: Question: ignition temp for each fuel. [gas: 280*C] diesel: 210*C hydrogen: 585*C
    http://www.hse.gov.uk/research/rrpdf/rr615.pdf.
    Hydroxy: unknown [probably somewhat lower than hydrogen, but way higher than diesel]. Major problem: "hot spots" These are hydrocarbon deposits
    that are "fanned into flame" by the inrush of the "charging" of the cylinder with air/fuel mix during intake cycle. If the spot is above the ignition temp it will ignite the fuel/air charge and cause backfire if the valve is still open, or "pre ignition knock" if during compression cycle. After the engine has been run with hydroxy boost for some time the hydrocarbon is "cleaned" off the walls and piston face and the probability greatly
    reduced.

    http://www.panaceauniversity.org/Hydroxy%20Boosters.pdf

  5. #25
    Join Date
    Nov 2009
    Posts
    1,418
    I do not want people to become complacent based on this post. The testing of hydrogen self ignition was done with all parahydrogen. This is not what a good reactor is producing. A very good reactor will produce 75% orthohydrogen and 25% parahydrogen. Hydrogen that is 100% para can be compressed and has higher temperatures for self ignition. With ortho in the mix things change drastically. I have seen ignition take place just by getting the injection of HHO to close to the turbo where it did not have enough time to mix with the incoming air. I think that most normal reactors are not producing 75% ortho but a lot less, but still some is being generated. We strive to produce as much ortho as possible because of its being more powerful. You do not need to make as much gas if it has more ortho in the mix thus giving you a better return for the amount of amps used. The warning is always be safe and if you have quality HHO do not compress it over 12 lbs. Self ignition has been reported at just over 15 lbs. of pressure. There are lots of tests out there showing HHO being compressed over this point and obviously they have the lower energy para and very little ortho in the mix if any. Be on the safe side and always use proper safety procedures and equipment. Flashback arrestors, bubblers, flashpots, and keeping pressure down unless you know for sure what kind of gas you are producing.
    "Democracy is two wolves and a lamb deciding what to have for dinner. Liberty is a well-armed lamb."

    ONE Liter per minute per 10 amps which just isn't possible Ha Ha .

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