I am now up to four different times recently now that I’ve been asked to chime in on IC engines/fuels/compression ratios/boost-charging/wood-chargas filtering.
So any wondering why I approach loaded engine fueling, fuels using it may be helpful to read this topic again from the beginning.
Summery: I am all about practical real year around shaft power using to befit my families rural living.
We purpose grow trees for animal habitat, make tax paying money, make space heating fuel, and building materials. And all of my woodgas efforts has been to expand our OWN grow trees to make shaft power for our needs now too.
Any farming you must be very practical. And very pragmatic. There will only ever be so many hours in a day. So many non-mud days in a year. Only one short growing season annually on productive farm sized land in each and every year. Only so many productive years in a human lifetime.
We/I have used many pieces of motorized equipment’s in my lifetime to multiply farm efforts with.
Gasoline fueled 2&4 stroke. Diesel fueled 2&4 stroke. Propane fueled 4 strokes.
3rd generation here, and impossible to pay the taxes and Cesare obligations on just farm income. So each generation someone of us, has to pay-work off the farms to earn for society obligations.
Me. Learning to first to grease-monkey. Then Auto electrician. Then master Auto-Tech.
As a very practical, pragmatic, productive fellow from 12 years old in the picking fields . . . 14 years and on in the Daries; I always go for the simplest most direct, least maintenance’s required solutions to anything and everything.
No. Really. Needs-must is a hammer to the head when possible I’ve done this versus using a loud scare the whole farm (woman folk and critters) bullet.
So internal combustion engines:
Every type and design was made optimally for a range of purposes. No one-size-fits-all can; or would ever; ever work for all needs. I’ll use all types, brands depending on what I need, and is widely locally available, affordable to maintain.
So woo-woo someday engines: hot-rod and racing engines leave me cold. I do not care. Wastes time. Is mental masturbations.
As I write this most here are deep winter sub-freezing cold. You want engines that will work for you, -44 to 120F in all humidities. From Death Valley elevations; to 10,000 road feet.
In these ranges boost-charging is not needed except under very special applications like getting enough oxygen to a too dense of carbons heavily loaded diesel fuel engines.
Turbo charging gasoline and gaseous fuels propane for the normal annual conditions I work in is wasting money/maintenance.
Yes. Yes. I have turbo factory owners in the circle of family and friends. And worked on these as a paid-for tech/mech. Fully synthetic oils if you wan then to live!!
Boost chargeing does come into its own for these fuels in light aircraft. The air gets too thin.
Compression ratios need to match the fuel used to the loading ranges (mechanical and temperatures) the engine will be worked at.
Remember for true all year use worked practical this means the severe 4th season’s extremes too. Not just the jolly times of the year.
Hot-rod cold intake garage queens are never used in sub-zero. like all racing/beauty queens not very damn practical.
All practical to use, available IC engine fuels are some combination of hydrogen and carbons.
Spec engineered/blended gasoline as having the best -44 to 120F capability. No need for additional boosting for O2 from a complete combustion standpoint… No need for extra added hydrogen’s or carbons. NEEDS in cylinder head/combustion chamber molecule ripping pressure/turbulence. Designs have improved in the last 130 years. Gasoline become wickedly dangerous pushed past a particle mist in to a true vapor. Very unstable unpredictable combustion pressure rise then. You only want vaporization to occur within the combustion chamber - in a controlled manner. The Prince of pump fuels.
Propane is carbons short, hydrogen rich, and can benefit from more carbons. Think not? Add a little acetylene and watch your engine power perk up. Motor power blends have as much carbons richer gasses as the base sock can supply. Suppler engineers tell me that there is actually 3-4 grades of supplied propane - depending.
An easy to completely combust in the engine combustion chamber as motor fuel over all as there is.
Terrible freezing weather motor fuel. YOU Must heat the fuel reservoir. Lower energy density of fuel&container combo so range use suffers. The Queen of pump fuels.
Diesel fuel has far to many carbons for the hydrogen’s. Why extremes in-head/combustion chamber designs had to be evolved to heat&turbulence rip apart those strong carbons chains bonds. Why the evolved higher and higher pressure injection systems able to finer, finer particlized the fuel.
You betcha’ Diesel fueled engine benefit for MORE forced in oxygen’s to combine with the too many carbons. Diesel fueled engines benefit form MORE hydrogens being introduced to help out the CtoH balance more towards gasoline.
And below 50F you need cold combustion starting/heating assistance.
All of these add complexity, and maintenance expenses. The King of pump fuels.
I do still own two diesel engines. No special systems. Pump spec grade fuels. Use these only as needed for 2 1/2 seasons of the years. MUCH cheaper that way. The money/time not spent forcing these into year around use, I put to other uses.
Woodgas? Like gasoline. Use as is year around.
Chargas? I have no direct loaded working engine using experience.
I, defer to KoenVL, Khistijan, Gary-in-PA and a few others who are actually Doing . . engine running doing.
From what they are experiencing, and telling, seems to need supplementary systems. Engine EGR/steam hydrogen blending/cooling. Supplementary systems needing then year around work use like propane or diesel.
Filtering woodgas or chargas?
I am controversial there. My in-system-use observed now opinion is the carbon monoxide fuel gas component is very fragile. On the edge of unstable. A million little set spring mouse traps ready to snap back to released at the meerist touch or jolt.
So my opinion now is cyclone “cleaning” internal shear edge tumbling of the woodgas is causing reversion to carbon soot chains and carbon dioxide.
Engine mixers rough handling the wood gas will do the same. Internal rough piping edges doing the same.
A woodgas with 15-20 CO that has just 1/10 portion of that portion rip-turbulence reversed would result in a lot of light fluffy soots accumulating. And you barely if at all notice the slight fuel energy loss of that small amount of CO to CO2 reversion. The resulting CO2 might even EGR-like cool a heavily loaded IC engine for a smoother pressure rise pulse delivery.
So you all trying to improve on WayneK’s work using performances note he does not cyclone rip his woodgas and gently leads it into his throttle body mixer.
Sigh. I tired now. Need a senior nap.
tree-farmer Steve unruh