Doyle:
This is the first truth I have heard about the Mutifuel Engine. Thank
you.
Tim Conover
AMOY, China.
DDoyle9570@aol.com wrote:
>
> David:
> There are a lot of myths floating around regarding the Multifuel engine. I
> will try to help you.
> In the late 1950's the decision was made to adapt the G742 series vehicles
> (as well as many other tactical vehicles) to run on diesel or gasoline or
> various other fuels. Fitting the Continental LDS-427 turbosupercharged,
> multifuel engine did this. This engine built under license from M.A.N.
> (Maschinenfabrik Augsburg-Nurnberg) uses the Hypercycle combustion process.
> Into the top of the piston of this engine is machined a spherical combustion
> chamber. During operation the injector sprays 95% of its charge onto the wall
> of this chamber in the form of a thin film. The remaining 5% is atomized.
> The compression stroke, which generates temperatures in the 900-1000 degree
> range, ignites this atomized charge, and the main portion of the charge is
> gradually vaporized by an air swirl created during the intake and compression
> strokes. Since the air swirl removes only the top surface of the fuel
> sprayed on the walls of this combustion chamber during the power stroke
> combustion is even and there is no detonation knock.
>
> Unfortunately, the LDS-427 was not entirely successful, and this led to the
> development of the LD-465 series of engines. Whereas the LDS-427 was
> turbo-supercharged, the LD-465 was a naturally aspirated engine. If you ever
> convoy behind someone driving a truck with one of these engines it is a
> memorable experience, as there is a voluminous cloud of black smoke at
> virtually all speeds. It is this smoke cloud that led to the development of
> the LDT-465-1.
>
> While the LDS-465 version of this engine was from the beginning
> turbosupercharged (as well as other internal changes) for additional power
> and used in 5-ton trucks, the turbosupercharger on the LDT was applied to
> reduce this exhaust plume. The LDT-465 produces only 4 horsepower more than
> the LD-465, but the power comes on quicker, and the exhaust plume is not as
> pronounced.
>
> At this point I will mention that I have seen it said in various books and
> articles that the LDS-427 were multifuel engines, but the LDT-465 series were
> not multifuel engines. I have not been able to find any information to
> support these statements. The nameplate on the engines say "Multifuel," both
> series were produced under the M.A.N. license, the Technical Manuals all say
> "multifuel," and the block, head, and piston designs are essentially the
> same. Therefore I believe both the LDS-427 and LDT-465 series to be
> Multifuel engines.
>
> The injection pumps on all of these engines except the early LDS-427 were
> originally equipped with a fuel density compensator, which varies the fuel
> delivery rate as fuels are changed or mixed. As built, no adjustments are
> changes are necessary to change fuels, and mixing of various fuels is
> permissible.
>
> In recent years, the fuel density compensators have been bypassed, and they
> are now tagged "diesel fuel only," but instructions are included to reconnect
> the compensator.
>
> In practical terms, it is generally considered unwise to operate these
> engines on gasoline, and under no circumstances is av-gas permitted.
>
> I have burned diesel, kerosene, and Jet A in my trucks at various times, and
> can note no difference in engine or vehicle performance.
>
> Hope this helps,
> David Doyle
>
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This archive was generated by hypermail 2b29 : Mon Feb 05 2001 - 07:13:45 PST