Quote from: J-Will on November 01, 2017, 06:47:22 PM
Meth is dangerous: when spraying, you reduce the amount of fuel. If something unexpected happens and the meth spray abruptly stops you've put yourself in a predicament.
Meth is damaging. It's corrosive. Why do you think meth pumps have a lifespan?
Meth doesn't make power. It allows for more to be made as a side effect of it's cooling and octane increase. It's an indirect process, by contrast nitrous directly makes power and is sold in xxhp shots.
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Good point, I mentioned I wanted to mitigate risk by reading the Meth level so as to adjust the fuel trim and tune to account for lack of meth.
https://www.afdc.energy.gov/pdfs/mit_methanol_white_paper.pdf starting on page 44(table 10), then again in section 10(page 58) is very good data. I am sorry I don't know what your background is but Gasoline is corrosive as well and I understand that Meth is damaging to the internals of engines not designed to support meth. If I understand correctly, the 3.5 tt is built to support meth. the lines that run the meth do need to be specially designed for the purpose.
Page 58 below:
"Work done at EPA's National Vehicle and Fuel Emissions Laboratory with small-displacement, stoichiometric light-duty engines [Brusstar1] demonstrated improved brake thermal efficiencies over the baseline diesel engine and low steady state NOx, HC and CO, along with inherently low PM emissions. The engine is also expected to have significant system cost advantages compared with a diesel engine of comparable torque/power, mainly by virtue of its low-pressure port fuel injection (PFI) system and simpler after treatment. While recognizing the considerable challenge associated with cold start, the alcohol-fueled engine nonetheless offers the advantages of being a more efficient, cleaner alternative to gasoline and diesel engines.
An interesting alternative to dedicated methanol vehicles, which are needed to achieve the efficiency advantages described above, is to use two tanks, the main tank filled with gasoline and the second tank filled with methanol. This concept, Direct Injection Alcohol Boosted (DIAB), uses direct injection (DI) of methanol when the engine is prone to knock (usually at conditions of high torque). [Cohn] The charge cooling, which derives from the high latent heat of vaporization of methanol, is primarily responsible for the knock suppression. Due to the charge cooling from the DI process, the effective octane rating [Bromberg1] greatly exceeds the chemical octane rating that these fuels would exhibit using conventional induction methods such as port fuel injection (PFI). In the DIAB concept, DI of the knock suppressing fuel is used only in the amount required to prevent knock and gasoline is supplied to the cylinder by conventional PFI. Since the engine operates at stoichiometry (using a typical oxygen feedback), a very high specific torque output can be produced while emissions can be maintained at low levels through the well-proven and relatively simple three-way catalyst system without the use of EGR as a major diluent. The technology opens the possibility of a spark-ignited gasoline engine operating at high compression ratio (12 - 14) and high boost ratios of 2.0- 2.5 times ambient pressure, which is sufficient to produce a torque output equivalent to or greater than more highly turbocharged heavy duty diesel engines operating lean with significant EGR. The methanol-boosted DIAB engine can be almost as efficient (as measured by BTE, brake thermal efficiency) as a diesel and have comparable specific CO2 emissions as well. The concept has been demonstrated and proven in systematic dynamometer tests at Ford [Stein]. In addition, Honda has independently investigated the concept [Kamio]."
