Gee, fellows. It was not my intention to stop all conversation on this topic.
Not my intention to be a seeming, know-it-all.
I DO read everything available on topic that I can get. Then use my real-world exprieneces to interpet what I read, or; would anymore video view.
I DID buy a 950 pound, BIG 1000 rpm single cylinder diesel with a variable compression feature with the intention of diesel/woodgas dual fueling for personal home power electrical generation.
Bought a smaller 300 pound 2600 rpm single cylinder diesel to be able to do the same.
Abandond both approches after reading/viewing results of others trying/doing and then stop doing; and the why’s-of-not-to, on these two engines.
So Why the off and on working load exhaust backfiring?
Mr Wallace answered that. For the quickest de-power responces the diesel fuel get govenor cuts back too quickly killing the “ignition”. At low, low diesel fuel loads; sudden in-cyclinder pressure changes can, and will snuff out the diesel ignition flame. Engine still rotating sucks in a few cylinderfuls of woodgas/air, pumped through, out into the exhaust, uncombusted. Diesel fuel then get increased to re-establish “ignition”. BOOM!! then into that fuel/air filled exhaust.
So Why the hard damaging backfiring up into the intakes?
Very lean gasoline, propane, methane, woodgas mixes have an unpredictable too fast of combusting speed which is vertually an explosion. Engine loads added as in big electric motors cutting in, or shifting up a gear, adds a “need-more-fuel NOW” before that fuel can be supplied. Fuel starved then, the in-cylinder mix is too apparent fuel "lean’ causing a too fast of pressure rise detonation in-cylinder then fast pressure waving backing up out into the intake manifold before the intake valve can mechaniacally timed close.
Hydrogen fueled engines have a severe problem with this. All attemts at “lean-burn”, “stratified”, HCCI, engines have failed out of the Labs enviroments into the real world to overcome this problem-set in any affordable way.
So the reason for much diesel and woodgas quick responce control compexities to be able to real world use/do this on a daily practical use.
IISc/CGPL documented this out on 30 years of trying from different approches very well.
The easy solution for the diesel “ignition” flame-outs was to just go to fully controllable spark ignition converted engines.
Then no diesel. Or, diesel fuel injection tanks, pumps, filters lines, injectors to have to feed and maintain. For India Rural or even India Industrial, sparkplugs and wires was a much less expensive to domestially produce then maintianing a petroleum import ruple draining Dragon dependnecy.
They just than compresion reduced to an all climate, all loads useage, 13/1 compression.
Woogas controls as commonly known used then.
KristijanJ. there are still two VW diesel pickup trucks still running around here locally. Resterant oil/grease fueled. No seed oils possible to grow in my climate.
Here in the USofA this era of VW diesels were actually gasoline engine block based. The blocks still have the means to add back in an electric ignition distributor.
With father-in-laws permission just reversable convert to spark ignition.
Double cylinder head gasket to reduce compression. Reversable modification.
Remove the on-engine diesel systems.
Use J.O.'s system build example and woodgas/CHARGAS the beast. Just get-it-done. Simple and directly.
Crow then, how you have better power and speed than a gasoline based engine.