WE did some experimenting back in the sixties, and later I learned from my father-in-law that back in WW2 when there was fuel rationing, they would run cars on mostly kerosene, after starting them on gas and getting them warmed up. Present engines are a bit more adaptable and probably have better sparking systems as well. What I learned from our experimenting in the sixties was that 10% diesel did work but much over that tended to run a bit rough in some engines. Our experiments were not very sophisticated, they were basically "add some of this and see what happens", and the results were observations done without instrumentation.
So there has been a bit of actual experience showing that it can work under some conditions.
Presently, the diesel fuel is more expensive so there is no incentive to use it in a gas engine.
I hear you regarding the Big Oil factor and I'm not one to take their word on anything. But the sponsor of this research is the NRC. And I simply don't believe this is invented out of whole cloth. Also, the report distinguished between three different kinds of emissions that you appear to be conflating: aerosol, black carbon and particle, with three different reduction rates.
I'm hoping they are on the level. From what I've read elsewhere, the aerosol emissions that were reduced in this case were "black carbon" or soot. We have the US military, ARA (US Military contractor), Chevron and Lummus representing big oil and NRC representing Canadian government all involved. With all their spin doctors possibly involved, it would be difficult for me not to question the "facts".
Nite_Owl, by "Fact or fiction?" are you actually suggesting that the Canadian government and its partners just made up everything reported here? I may be a cynic about some things, and I'm well aware that governments lie about some things, but I don't think all this would be orchestrated purely to deceive, nor can I imagine Canadians lying this badly. Also, note that the 50 percent reduction was in aerosol emissions, not particle emissions.
Interesting. I really hope this turns out to be at least half as good as they claim. The skeptic in me is worried by the numbers. A 50% reduction in emissions is huge. It's also hard to believe. I wonder if this Jet Biofuel has all the additives required for petroleum-based jet fuel. Foaming agents and other additives that are required to reduce flamability for fire safety do nothing to improve emissions. They are going to generate a lot of public interest with those numbers. I really hope they're factual.
From what I understand, heating oil is Kerosene #1 (K1), diesel is Kerosene #2 (K2) and Jet fuel is K2 with additives. I use un-dyed diesel (K2) in my furnace at home. Most diesel engines would run on either K1 or K2. The newer high-pressure injection diesels may have specific fuel requirements to prevent clogged injectors. I know that was a problem when they were first introduced in the US. Dual fuel filters and filter heaters were often required.
Since jet fuel is similar to kerosene, it should be possible to run a car on a mix of the two, To run a car on pure jet fuel would probably not work. But a diesel car may run on it quite well, but possibly not so well in colder weather.
Cabe, the needs of jet fuel and of automotive fuel are very different. That said, I'd like to know if this particular fuel solution can be done for cars, too. Meanwhile, stay tuned. I'll be posting soon on a different innovative automotive fuel source.
New versions of BASF's Ecovio line are both compostable and designed for either injection molding or thermoforming. These combinations are becoming more common for the single-use bioplastics used in food service and food packaging applications, but are still not widely available.
For industrial control applications, or even a simple assembly line, that machine can go almost 24/7 without a break. But what happens when the task is a little more complex? That’s where the “smart” machine would come in. The smart machine is one that has some simple (or complex in some cases) processing capability to be able to adapt to changing conditions. Such machines are suited for a host of applications, including automotive, aerospace, defense, medical, computers and electronics, telecommunications, consumer goods, and so on. This radio show will show what’s possible with smart machines, and what tradeoffs need to be made to implement such a solution.