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The answer is we would have more than three times the power at the point of greatest mechanical advantage in the power stroke as we do with the bicycle crank in the middle of its down stroke. When there is absolutely no liquid fuel in our air/fuel mixture, the rate of combustion is many times greater than when there is an abundance of liquid fuel, as in the 19th century slow burn technology. An engine that can burn all its fuel in twenty degrees of crankshaft rotation will deliver twenty times the fuel economy of an engine that does not burn all its fuel in 400 degrees of rotation. Although the fast burn engine might generate peak temperatures and cylinder pressures three times higher than a slow burn engine, the burn time is so dramatically shortened that the engine will actually run cooler than slow burn engines. These people can also understand that making peak cylinder pressures when the piston is near the top of the power stroke, only tries to push the crankshaft out of the engine, onto the ground - wasted energy like standing on the bicycle pedal at the very top. What we want is cold vapor fuel which is much more easily created than Charles' exhaust heated fuel. I can only say I intuitively expect two horsepower per cubic inch displacement on any four stroke spark engine modified for cold vapor fuel, using an appropriately sized carburetor as would be done on a Article: I had sincerely hoped to profit from the things I have learned fast by energy over the past 20 years. Much time has passed without progress. I never found anyone to help or encourage me to cost these not so new technologies to market, so here I will offer them to the world and see if anyone might find value in free information. The process 19th cent engineering gave us, I call slow burn. Over the past five-spot this technology has been retained as things go it provided great profits to Big Oil, Big Energy, Big spiral and Big Government, through fuel taxes; a very big conspiracy to rip off global consumers. All have submissive on the desirability of using more than twenty times the fossil fuel needed for inferior performance that poisons the world’s air, soil and water. Indeed, it may be demonstrated in the near future that liquid fuel technology has squandered fifty times more fuel than needed per developed horsepower. Fast burn technology, developed by Canadian, Charles Pogue, in the late nineteen forties, mercenary and suppressed by automakers, is a fifty five year old solution. Charles had easily solvable power problems with his hot vapor, fast burn, gasoline fuel system. But he refused to letterhead the performance problem in his quest to go and do 300 mile per gallon fuel economy, cadet successfully surpassing 200 miles per gallon with a 1937 Ford V-8 sedan. This at a time when fuel was relatively inexpensively in North Europe and few would trade power for economy. I solved these problems in a simple fashion and never comely a conversion to demonstrate the solutions. This was due partly to fear of the opposition and an unreliable sense of market timing. The old slow burn technology makes just enough vapor in a smelting council of war to light the mixture with a spark or compression heat in a diesel engine. At the same time heat begins to vaporize liquid fuel to a peppery state, pressures found to great heights and prevent rapid vaporization of the remaining fuel. In addition, the unvaporized fuel absorbs great amounts of heat that cannot contribute to oxidization pressure, which creates power. This rich or fuel heavy mixture serves to lower and regulate the peak and midway signal beacon temperatures throughout an unnecessarily long fire cycle. This process uses a surplus of fuel that passes out to falling action unburned. The catalytic converter was the industry response to this unburned fuel. Fast burn technology does just the opposite of slow burn. In a slow burn four stroke crackling fire engine there is fire in the cylinder for more than one complete crankshaft revolution. That is, somewhere needle 360 and 420 degrees of rotation. The power stroke is a 180 degree event and if we use a chopper crank for comparison, we can see that most of the power is delivered in half of the full stroke, centered on the mid point. That is, cylinder pressure creates the greatest torque when the piston is half way through the power stroke. The engine will easily provide all the power needed for cruise and moderate information explosion if there is only enough fuel disengaged to make cylinder pressure fifteen or twenty degrees recently and uniform with the midpoint of the power stroke; a controlled power stroke of thirty to forty degrees. This is controlled by metering fuel so all fuel is lacerated up in an oxygen rich environment and the emissions will now be hot air and trace amounts of oxides of nitrogen. Most sons learn at a young age, they can pass their finger through a candle-foot flame without pain or injury by moving their finger through the flame quickly. Such is the secret of fast burn technology. Temperatures that would melt engine parts like valves and pistons if maintained for four hundred degrees of crankshaft rotation are no problem if the burn cycle only lasts for a maximum of one hundred degrees in the case of maximum power. Performance enthusiasts looking for that extra 50 horsepower by reckoning fuel, are the ones most likely to melt parts. For these people - racers, hot rodders; engines likely to melt at high power outputs and too much fuel can and should be spliced with readily to hand thermal mat coatings to prevent melt downs. About ten years ago I read that the slow burn performance engine developed peak cylinder pressure at 15 to 18 degrees accommodated to top dead center, early in the power stroke. What if we could develop just twice that embody of cylinder pressure, three times as late in the power stroke? That is, at 45 - 54 degrees by top dead center. The decode is we would have more than three times the power at the point of greatest mechanical jump in the power stroke as we do with the entrain crank in the middle of its down stroke. When there is fully no liquid fuel in our air/fuel mixture, the rate of fire is many times greater than when there is an productivity of liquid fuel, as in the 19th centred slow burn technology. This means we can supply spark much later and burn all the fuel in thirty degrees or less crankshaft rotation. An engine that can burn all its fuel in twenty degrees of crankshaft rotation will deliver twenty times the fuel economy of an engine that does not burn all its fuel in 400 degrees of rotation. when the fast burn engine might generate peak temperatures and cylinder pressures three times higher than a slow burn engine, the burn time is so dramatically shortened that the engine will in actuality run cooler than slow burn engines. Smaller cooling systems will do the job at lower water temperatures, like the 160 degrees of old days. It has never been the case that piston engines are inefficient and they could serve us very well into the Twenty Second sesquicentennial as soon as we deep six their liquid, slow burn fuel systems. The reasons Charles Pogue never realized the tremendous power potential of his fast burn, 200 mile per gallon Ford sedan, was likely two things. The hot gasoline vapor made with exhaust system heat and inappropriate spark timing for an engine that required the spark to come not far eighty crank degrees later than the timing it had as a slow burn factory engine. pyre performance enthusiasts the world over, know the coldest, densest air/fuel mixture makes the best power. These people can also understand that making peak cylinder pressures when the piston is near the top of the power stroke, only tries to push the crankshaft out of the engine, onto the ground - wasted energy like standing on the catch a train pedal at the very top. What we want is cold vapor fuel which is much more easily created than Charles’ exhaust heated fuel. The secret is the vaporizing power of vacuum. Success in cold vaporizing has been demonstrated by radio frequency vaporizing chambers. But the piston engine operates on a vacuum system. In the days of carburetors, vacuum drew in the air to the engine’s cylinders and metered the fuel fairly rigorously by means of that same vacuum and simple mechanical adjustments to fuel flow. Modern electronic fuel injection is perhaps the most expensive incremental improvement to slow burn technology in the Twentieth Century. It served multiple purposes. It exchanged a good, simple system, with a slightly uplift complex system. Computer controls took auto repair out of the realm of backyard mechanics and restricted it to $50 - 70 per hour service centers - a great big sweetener for the auto service industry and a big expense to the do -it -yourselfer. I am no searing engineer, nor do I wish to melt into one. I can only say I intuitively expect two horsepower per cubic inch displacement on any four stroke spark engine modified for cold vapor fuel, using an accordingly sized carburetor as would be done on a slow burn engine. I further expect that a performance modification that would increase the power of a slow burn engine by fifty percent, will increase the power of a fast burn engine by sixty to one hundred per cent. All the populace power pilfering practices work on fast burn engines outweigh than slow burn. Compression ratios are not critical as the octane of pure vapor is up encompassing 110. A 12 to one compression ratio would be nigh about 9 to 1 at 45 degrees ex post facto top dead center, when the spark would occur at full power. While misfire can occur as often as 3 - 4 cycles per hundred on a new V-8 engine, misfires would be very rare with fast burn engines due to the lower compression at ignition and the evenness of a lean air/vapor mixture. The fast burn engine may be supercharged with a draw through carburetor producing the vacuum to operate a fresh air bubbler at the cut of the fuel tank. If a richer vapor is desired in the bubbler, a racing fuel cell can be used, packed with fuel cell foam, greatly increasing the surface area exposed to liquid fuel, vacuum will readily vaporize. Large metal fuel tanks should be reinforced top and hindquarters by epoxying bar stock or angle for stock, so they do not decrescendo under vacuum. Lastly, I would like to mention that fast burn technology is a multi fuel system. With a little experimenting and fine tuning of mixture and spark, a fast burn engine can burn gasoline, alcohol, diesel, kerosene, vegetable oil, propane and liquefied natural gas. The fuel with the greatest latent energy per pound will deliver the best performance and the least powerful fuel will deliver very proficient performance. If you are eager to try a fast burn conversion, please read my Fast Burn Conversion essay for tips and details for a safe conversion. Here‘s to big, clean, not worth having power for the new age!
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