Alfred Tennyson wrote:We are not now that strength which in old days
Moved earth and heaven, that which we are, we are;
One equal temper of heroic hearts,
Made weak by time and fate, but strong in will
To strive, to seek, to find, and not to yield.
Alfred Tennyson wrote:We are not now that strength which in old days
Moved earth and heaven, that which we are, we are;
One equal temper of heroic hearts,
Made weak by time and fate, but strong in will
To strive, to seek, to find, and not to yield.
A tenth of the average vehicle's energy consumption is associated w/ building it, and a quarter of that is oil, so maybe a couple percent of it's overall energy consumption is due to oil during the building process.cipi604 wrote:Cars sustainable... that sounds nice. Only that you don't take into account the oil consumed just to build a car in the first place. A lot of oil! The process of building cars , today, is not sustainable.
Professor Membrane wrote: Not now son, I'm making ... TOAST!
Tesnic wrote:Hi all, i guess i am off topic by now, but has anyone heard if Mr. Crower has done anything since 2006???
i have been looking all over the web for more info´s but unfortunately
the path of informations i found ends in 2006....
another silenced invention or what is going on there???
i´d really appretiate if someone knew what happened to this idea and tell us....
greetz from Berlin
Overall efficiency, says Crower, could also be boosted into the stratosphere:
“Can you imagine how much fuel goes into radiator losses every day in America? A good spark-ignition engine is about 24 percent efficient; ie., about 24 cents of your gasoline dollar ends up in power. The rest goes out in heat loss through the exhaust or radiator, and in driving the water pump and the fan and other friction losses. A good diesel is about 30 percent efficient, a good turbo diesel about 33 percent. But you still have radiators and heavy components, and fan losses are extremely high on a big diesel truck.”
Crower thinks the six-stroke could reach 40 percent, easy.
So that was all in 2006. What happened to the Crower Six-Stroke? Unfortunately, Crower fell ill and was unable to continue research. According to representatives from Crower Cams, the project is currently on hold.
Hopefully Crower or the engineers at Crower Cams can revive the project. It showed a lot of promise and we’re in dire need of cheaper, high-efficiency engines.
Alfred Tennyson wrote:We are not now that strength which in old days
Moved earth and heaven, that which we are, we are;
One equal temper of heroic hearts,
Made weak by time and fate, but strong in will
To strive, to seek, to find, and not to yield.
Tanada wrote:I prefer the H2O2/Diesel combination engine, a four stroke design with two power strokes. IIRC it was developed by the French to permit their Diesel submarines to operate underwater without needing an independent air supply.
...
Manufacturing high test peroxide requires energy, but in the widespread plan I read about a long time ago it was intended to use baseload electric power at night for this manufacturing process. HTP is deadly is oyu drink it or get caught in a spill, but Diesel isn't exactly a healthy thing to drink or swim in either and HTP breaks down when exposed to sunlight so any spills soon are eliminated by nature.
A water injection system works similarly to a fuel injection system with the difference that it injects water, or a mixture of water and alcohol, instead of fuel. Water injection is not to be confused with water spraying on the inlet air chargecooler's surface, water spraying is much less efficient and far less sophisticated.
A turbocharger essentially compresses the air going into the engine in order to force more air than it would be possible using the atmospheric pressure. More air into the engine means, automatically, that more fuel has to be injected in order to maintain the appropriate stoechiometric value of the air/fuel ratio (around 14:1). More air and fuel into the engine leads to more power. However by compressing the inlet air the turbocharger also heats it. Higher air temperatures lead to thinner air and therefore an altered stoechiometric ratio which results to richer mixtures. Over-heated air intake temperatures can cause detonation.
Detonation, an effect also known as engine knock or pinging, occurs when the air/fuel mixture ignites prematurely or burns incorrectly. In normal engine operation the flame front travels from the spark plug across the cylinder in a predefined pattern. Peak chamber pressure occurs at around 12 degrees after TDC and the piston is pushed down the bore.
Return to Conservation & Efficiency
Users browsing this forum: No registered users and 14 guests