Topic: Poet/ Vital magazine (Read 537 times)

cessna · « **on:** January 23, 2010, 09:15:49 PM »

Don't know if anybody else gets this magazine put out every month or two by Poet ethanol. The issue that I got today has info on the Ethanol Boosted Direct Injection engine developed by Ricardo Inc. They see it working in up to class 6 and 7 trucks as well as little 1.4 liter car engines. The other part of the article is about CleanFlex Power Systems LLC from Laurel NE. They are using diesel and 120 proof ethanol in diesel engines. Sounds like the the two fuels never come together until the combustion chamber. They adjust the ethanol when they need to clean up emissions. Nox can be reduced 47%. They are working with CARB and EPA to be accredited. They see it working better than Selective Catalytic Reduction.

fleebut · « **Reply #6 on:** January 25, 2010, 06:18:55 AM »

This system invented by soybean farmer for his diesel tractor.

"But what if you added more water to the ethanol? And came up with a way to mix the hydrated-ethanol blend with the diesel… or better yet, biodiesel… right at the point of ignition? Ahhh… then you’d have something that National Corn Growers Association chairman and Nebraska corn farmer Bob Dickey calls the CleanFlex Power System… a new venture he has formed with Ron Preston, president of CleanFlex. Together, they hope to get the 60 million diesel engines in the U.S. to burn some ethanol as well. "

They don’t have a Web site, yet, but you can contact CleanFlex at 402-480-0346.

Obormot · « **Reply #5 on:** January 25, 2010, 05:08:31 AM »

those dual fuel systems are well-known in Europe (for example Italy, Poland and ex-USSR).

any fuel (CNG, LPG, Ethanol) injecting into mainfold as in conventional gasoline engines, but quantity is lower than flammable limit.

and small quantity of diesel fuel ("ignition portion") injecting by stock diesel fuel system, usually it is 15% from normal quantity for this load and RPM.

liquid ethanol, espasially hydrated, not very good choise for diesel engine - it is cooling compressed air in chamber, it is bad for diesel engine. but if it pre-vaporated, everything is fine

cessna · « **Reply #4 on:** January 24, 2010, 05:39:13 PM »

Where'd you see this name---Aureon Kwolek? Can you post a link to the forum? Seems you could put the same CleanFlex system on a gas engine. I'd like to try CleanFlex on a farm tractor and go down to the local ethanol plant and get some 160 proof.

fleebut · « **Reply #3 on:** January 24, 2010, 04:43:46 PM »

Interesting, a company "CleanFlex" has a simple adaptation. Hydrous Ethanol boost. Makes sense after engine is warmed up

Aureon Kwolek (who is this guy?....he really has some good posts)

CleanFlex delivers the 60-40 ethanol-water as a vapor through the air intake. It makes a diesel engine run cleaner with more power and saves over a dollar an hour in fuel costs. The ethanol-water vapor represents 15 to 30 percent of the diesel engine fuel consumption, using watered-down cheaper fuel.

This could create a much larger market for ethanol and also displace imported oil with cleaner domestic fuel.

Could this same method be used to provide supplemental renewable fuel to gasoline engines?

Etahnol-water vapor delivered through the air intake bypasses the fuel tank, the fuel pump, and the fuel lines. So there's no compatability issues.

fleebut · « **Reply #2 on:** January 24, 2010, 07:37:40 AM »

Ricardo, was founded in Michigan. A group of combustion engineers with Doctorate degrees spun away from auto companies. The truck engine is in production. The car engine supposed to be a three cylinder. Both have diesel type torque at a much lighter, smaller, lower emissions, and cheaper cost as compared to diesel. These are gas and ethanol engines with separate tanks.

Is Ford a partner? The engine much like the Ford Bobcat technology. Ricardo has the combustion technology utilizing dual fuels, always with ethanol. This would be good, to get heavy diesel transportation network weaned off diesel. Better to have dual fuel capability.

My arm chair engineering.....always wondered, ethanol, with it's low vapor pressure, why not direct inject upon high compression zone. You know the high heat compression. I know it's still not a good fuel for diesel type of combustion ignition and as result requires a ignition enhancer. But, even diesels suffer with low temperature starts. Why not a spark plug ignition? Like what the EPA experimented with. A diesel with spark plug ignition? The high heat zone of high compression would solve the vaporization problem and the spark plug would solve the ignition problem. This would require high pressure costly injections systems, but manufacturing and technology is bringing that price down to consumer levels. Also, the ability for mixing fuels at the combustion zone a major tool for power and low pollution. Experiment with diesel, ethanol, water, unleaded, propane, LPN, coffee grounds.

1outlaw · « **Reply #1 on:** January 23, 2010, 11:00:47 PM »

That (ethanol injection) in diesel might fly. I can't imagine truckers are enjoying filling their Urea Nox control tanks that are on new models. While they would likely have to fill the ethanol tank more frequently than they do the Urea tank-- at least it will be providing additonal power and distance to the diesel rather than the Urea which is purely for emissions.