Converting 1936 Chrylser Straight 8 marine engine...
vz24_...@yahoo.com
cruiser to burn hydrogen. What I understand to this point is that a
quick way to do this is to install a carb that is setup to burn
propane and adjust the timing for hydrogen burn rate. Is this
correct? To me the biggest stumbling block is making the hydrogen and
putting it into pressure tanks. I don't mind putting a producer on my
vessel if it is small enough (boat is 36' long) Is this a realistic
goal, or should I consider something else? (Please don't say sailboat
:-) I love my old cabin cruiser, sailboat is in the future but want to
try and see what I can do with my old engine right now) Any help
would be appreciated.
Steve
Angelo Campanella
> I am interested in converting the original engine in my 1936 cabin
> cruiser to burn hydrogen. What I understand to this point is that a
> quick way to do this is to install a carb that is setup to burn
> propane and adjust the timing for hydrogen burn rate.
I'm not much of a boatsman, but there is some fundamental science and
engineering that applies. First of all, the carburetion is the most
important. Timing is nominally next. The octane rating of hydrogen is
very high, I believe, which means that it is likely not to knock, but
rather just increase engine stress when the timing is too far advanced.
But the change from Propane to hydrogen is quite radical. I would think
in terms of a 2-step process: First convert to natural gas (methane,
CH4) (as all taxis in Sydney, Australia already do). The carburetion and
timing will be different from propane but in the proper direction that
is needed for hydrogen. A pressure tank maximum storage pressure
increase will undoubtedly be needed. This technology may already be
available for warehouse interior fork lifts. A carburetion change may be
needed.
After you get the methane running properly, then switch to hydrogen
when it becomes available. A smaller carburetion change will be needed.
Probably the biggest difference will be another storage pressure
increase required to provide an acceptable cruising range.
Ignition timing comments:
1- The biggest factor used to be to prevent pre ignition ('knocking'),
but that applied to high and complex hydrocarbons, common to cheap
gasoline fuels. Alcohol, Methane and hydrogen, perhaps even propane,
will not knock at all with common gas engine compression ratios (8:1 and
less), so you can't tune by knock sensing (e.g. by ear) alone.
2- Retarded spark causes smooth mechanical operation (idling, slow
maneuvering). ut it also causes loss of power, and high operating
temperatures when some power is being developed.
3- Advanced spark provides higher power and greater economy. But too
much advancement causes high crankshaft stresses, often represented as
high brake mean effective pressure (BMEP) which shortens bearing,
piston, crankshaft and connecting rod life.
My guess is that for the first few hours of operation, the ignition
timing should be left as it already is for propane. After you have some
running data (cruising temperatures, fuel economy and mechanical
vibration and wear and tear as witnessed by oil analyses), then attempt
a timing tweak.
Angelo Campanella
--
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Steve Spence
There are much more efficient and easier to use fuels, a few of them even
burn clean, such as ethanol and biodiesel.
--
Steve Spence
Renewable energy and sustainable living
http://www.green-trust.org
Discuss vegetable oil and biodiesel
powered diesels at
http://www.veggievan.org/discuss/
<vz24_...@yahoo.com> wrote in message
news:cb24ba4b.04061...@posting.google.com...
Harry Conover
Steve, you might be well advised to consider converting that engine to
a mooring for your boat. I've seen far better things employed for this
purpose.
:-)
Harry C.