Friday, Jul 13, 2007 at 15:49
Here is some info I downloaded some time ago. It explaines the theory behind adding Acetone. Basically the theory is that the
fuel is more easily vapourised , that is into smaller particals therefore a better burn.
I am not supporting this just supplying some info.
Dave L.
Some engines respond better than others to acetone. It is important to use the same gasoline from the same gas station when testing mileage otherwise you have too many variables and get undependable results. The D curve is for diesel
fuel. Too much acetone will decrease mileage slightly due to adding too much octane to the
fuel. Too much also upsets the mixture ratio because acetone (like alcohol) is a light molecule. Acetone helps the
fuel become a vapor more easily inside the chamber and minimizes wasted
fuel. All it does is offer total combustion of
fuel in any kind of engine. The A curve is with a 1995 Neon. The B curve is with a 1986 GMC. The C curve is with two Caravans, 1990 and 1997.
After you find the righ t amount for your car per ten gallons, and you are happy with your newfound mileage, you may one day cease using acetone for a couple of tanks. Watch the drop in mileage. It will amaze you. That reverse technique is one of the biggest eye openers concerning the use of acetone in
fuel. For example in recent weeks I stopped using acetone in my Neon. At a steady 50 MPH, my MPG delivered 48-52 per my ScanGauge averages. That was the maximum with acetone. Then the next four fills at half empty gradually came down to 43-44, 37-38, 33--34 and 30-31. The last is slightly higher than what the car delivered originally or 27-29. Same gas. The trouble with consistent mileage tests is the cold weather. This reverse test method will be repeated in the spring with new oil and some other additives in the acetone that I am working on. No trick mileage stuff was used in this particular exercise. Just straight Texaco 87-octane gasoline. The lesson here is to TEST, TEST and RETEST.
Complete vaporization of normal
fuel is far from perfect in today's cars. A certain amount of
fuel in most engines remains liquid in the hot chamber and slides past the rings into the oil. Of course the liquid
fuel then
ruins the rings and walls as it enters the crankcase to further damage the lubricating ability of the oil. In order to become a true gas and be fully combusted,
fuel must undergo a phase change. Still,
fuel needs a kick of some kind to transform from big globs into a full vapor. The acetone provides that kick with its rapid inherent molecular vibration that prevents
fuel from escaping the combustion process and going through unburned. In the chart above, we see how little acetone in ten gallons it takes to help combust nearly all your
fuel. Vacuum is the best friend your engine has to get your
fuel fully vaporized. At part throttle the manifold vacuum reaches 20 to 25 inches of mercury. This important vacuum aids in breaking up the larger
fuel particles and overcoming some of the disadvantages of surface tension. Remember a slight amount of heat amplifies the surface tension of the
fuel molecules because the heat is spread across the outside of the large clumps of
fuel. This draws the clumps and blobs tighter together. Just look how drops form. But a large amount of heat will not reach the inside molecules within many of the clumps.
AnswerID:
252227