I'll be gone for four months at Ft. Leonard Wood starting January Second, however when I get back I'll be starting a very special project that if successful will benefit everyone here.
Basically I bought a 1966 F350 dump truck. Was looking for a HD reliable truck for towing heavy loads (15k pounds up steep hills) and I wanted a 300i6 because I feel its long stroke and large volume to cylinder wall surface area ratio makes it an exceptionally efficient engine at least in theory. I also liked how the straight six makes it super easy to put a turbo under the hood.
But my plans are more than just power. I'm also looking to get incredible gas mileage. Levels that are literally legendary.
Henry Yunick experimented with vapor engine tech and received exceptional performance.
http://www.hotrod.com/articles/hrdp-100 ... or-engine/
Here's my plan: A hyper insulated stainless steel exhaust manifold coupled to a T3 turbo. Through the custom exhaust manifold I'll run high pressure stainless steel fuel line coiled INSIDE the exhaust manifold. The factory mechanical fuel pump will deliver fuel to a high pressure (1200 PSIG) fuel pump. An ultra high pressure one way check valve (over 10,000 PSIG) will be just after the 1200 PSIG pump. Excess fuel will be returned via return line to the fuel tank. As the fuel travels through the super heating process it will reach temperatures in excess of 1000 F. The high pressure line exits the exhaust manifold and couples to a pressure regulator. The pressure regulator hooks on to an insulated tube like chamber. The fuel line is kept at a minimum of 1200 PSIG while the pressure regulator keeps the tube to a low 2 to 5 PSI. the idea is that once the ultra high pressure superheated fuel goes from 1200 PSI to 2-5 PSI it will all instantly vaporize. All the alkanes from C5 through C12 will vaporize instantly. The vapor tube is removable and the ends can be unscrewed from the system. This tube will be filled with Zeolite ZSM-5, a catalyst that breaks down long chained hydrocarbons into (hopefully) nothing but pure methane, ethane, hydrogen and other super short hydrocarbons. The vapor tube hooks up to the intake pipe and flow of vapor is controlled via a needle valve with a lever welded on the head. The end of the lever is attached to the acceleration pedal via cable. Throttle plate is removed from the vehicle entirely. Engine RPM is controlled by controlling how much FUEL the engine is getting via the needle valve. This eliminates the parasitic vacuum inducing throttle plate, allowing the engine to breathe at any RPM. The pure vaporized fuel enters the intake with the air and is homogenized by the T3 turbo's compressor. A very homogeneous charge of fuel and air is the result. Aft of the turbo's compressor is a throttle body fuel injector. However, its spewing water into the intake. NOT fuel. The water will replace the liquid fuel used to quench the valves. Water when it evaporates also expands by a factor of well over 1000. Much more expansion than liquid fuel. This in effect makes the engine an internal combustion gas-steam hybrid. The expansion of the water flashing to steam scavenges waste heat normally wasted by excess quenching fuel into engine torque and pressure for the turbocharger.
Running on pure methane/ethane and some hydrogen gives me an equivalent octane rating of about 130 whilst using standard cheap pump gasoline. In effect, this will in theory allow me to get drag race performance when I want it and high efficiency when I want it, all by just adjusting how hard I press the acceleration pedal.
I plan on running 20 to 25 PSI of boost.
I plan on rebuilding the engine and porting the headers and other small things most people do.
If there are any tips on rebuilding this engine please let me know.
If its successful I'll strongly consider building a turbo kit+fuel cracker that just bolts on to a factory 300i6
Is the T3 turbo a good candidate or should I look at a different one for the application?
Also, anyone know of a good source for forged cranks, con rods, and pistons? I'm hoping to get at least 540 horsepower and at least 450 Ft. Lbs. of torque. Therefore I will need to best components to withstand the pressure and power.
Basically I bought a 1966 F350 dump truck. Was looking for a HD reliable truck for towing heavy loads (15k pounds up steep hills) and I wanted a 300i6 because I feel its long stroke and large volume to cylinder wall surface area ratio makes it an exceptionally efficient engine at least in theory. I also liked how the straight six makes it super easy to put a turbo under the hood.
But my plans are more than just power. I'm also looking to get incredible gas mileage. Levels that are literally legendary.
Henry Yunick experimented with vapor engine tech and received exceptional performance.
http://www.hotrod.com/articles/hrdp-100 ... or-engine/
Here's my plan: A hyper insulated stainless steel exhaust manifold coupled to a T3 turbo. Through the custom exhaust manifold I'll run high pressure stainless steel fuel line coiled INSIDE the exhaust manifold. The factory mechanical fuel pump will deliver fuel to a high pressure (1200 PSIG) fuel pump. An ultra high pressure one way check valve (over 10,000 PSIG) will be just after the 1200 PSIG pump. Excess fuel will be returned via return line to the fuel tank. As the fuel travels through the super heating process it will reach temperatures in excess of 1000 F. The high pressure line exits the exhaust manifold and couples to a pressure regulator. The pressure regulator hooks on to an insulated tube like chamber. The fuel line is kept at a minimum of 1200 PSIG while the pressure regulator keeps the tube to a low 2 to 5 PSI. the idea is that once the ultra high pressure superheated fuel goes from 1200 PSI to 2-5 PSI it will all instantly vaporize. All the alkanes from C5 through C12 will vaporize instantly. The vapor tube is removable and the ends can be unscrewed from the system. This tube will be filled with Zeolite ZSM-5, a catalyst that breaks down long chained hydrocarbons into (hopefully) nothing but pure methane, ethane, hydrogen and other super short hydrocarbons. The vapor tube hooks up to the intake pipe and flow of vapor is controlled via a needle valve with a lever welded on the head. The end of the lever is attached to the acceleration pedal via cable. Throttle plate is removed from the vehicle entirely. Engine RPM is controlled by controlling how much FUEL the engine is getting via the needle valve. This eliminates the parasitic vacuum inducing throttle plate, allowing the engine to breathe at any RPM. The pure vaporized fuel enters the intake with the air and is homogenized by the T3 turbo's compressor. A very homogeneous charge of fuel and air is the result. Aft of the turbo's compressor is a throttle body fuel injector. However, its spewing water into the intake. NOT fuel. The water will replace the liquid fuel used to quench the valves. Water when it evaporates also expands by a factor of well over 1000. Much more expansion than liquid fuel. This in effect makes the engine an internal combustion gas-steam hybrid. The expansion of the water flashing to steam scavenges waste heat normally wasted by excess quenching fuel into engine torque and pressure for the turbocharger.
Running on pure methane/ethane and some hydrogen gives me an equivalent octane rating of about 130 whilst using standard cheap pump gasoline. In effect, this will in theory allow me to get drag race performance when I want it and high efficiency when I want it, all by just adjusting how hard I press the acceleration pedal.
I plan on running 20 to 25 PSI of boost.
I plan on rebuilding the engine and porting the headers and other small things most people do.
If there are any tips on rebuilding this engine please let me know.
If its successful I'll strongly consider building a turbo kit+fuel cracker that just bolts on to a factory 300i6
Is the T3 turbo a good candidate or should I look at a different one for the application?
Also, anyone know of a good source for forged cranks, con rods, and pistons? I'm hoping to get at least 540 horsepower and at least 450 Ft. Lbs. of torque. Therefore I will need to best components to withstand the pressure and power.