tommie gorman

French fries to ethanol. What? Ethanol Farm Potato Waste April 22, 1999 We recently visited an interesting ethanol plant in Idaho. It is one of two owned by the J. R. Simplot Company that uses potato peel waste as a raw material. The potato peel is a zero value waste from nearby potato processing plants. These plants peel the potatoes as part of the production of french fries, instant potatoes and similar products. The resultant waste is hauled to the ethanol plant. http://www.vincentcorp.com/applications/issue93.html

Another ethanol story. Why not a replacement. Car Talk: Ethanol brewed at home Dear Tom and Ray: I graduated last year from Johns Hopkins University with a degree in biophysics. I was wondering if there is any way I can use my chemistry knowledge to increase my gas mileage. In college, a friend and I created a super still in the back room of his house. I provided genetically engineered yeast that had its methanolproducing gene knocked out, and he designed the rig. I own a '95 Toyota Camry. My question: How much ethanol/methanol can I add to each tank of gas without destroying the engine? Is there any simple alteration I can make to my car that would allow me to increase the alcoholto-gas ratio? Last and least important, is this legal? -- David Tom: I don't know anything about the legality of your home biochemistry lab, but there's nothing illegal about using a mix of gasoline and ethanol in your car. It's done all the time. Ray: Ethanol has long been seen as a potential replacement for, or supplement to, gasoline. Because it's produced from plants -- such as corn -- that grow prolifically in the United States, acquiring a steady supply of the stuff doesn't require invading any Middle Eastern countries. Tom: For a couple of decades now, some gasolines have been successfully mixed with ethanol. They're normally found in concentrations of 5 percent to 10 percent ethanol. In the early days, there were some problems with these "gasohol" fuels, because the alcohol degraded rubber hoses and seals in fuel systems. But that seems to be a thing of the past, at least in these low concentrations. Ray: So you're probably safe adding 10 percent ethanol to your car without having any problems. Tom: Now, when you ignore our advice and ruin your '95 Camry with a mixture that's 50 percent ethanol, you should make your next new car a "flexible-fuel vehicle." Flexiblefuel vehicles are designed to run on almost anything: gasoline, ethanol, flat ginger ale, hummus. Ray: Actually, they can run on ethanol, gasoline or any blend of the two. But they're really designed to run on something called E85, which is 85 percent ethanol and 15 percent gasoline. Tom: They could, theoretically, run on 100 percent ethanol. But by adding 15 percent gasoline to the mixture, you help the car start reliably, because gasoline is more volatile and is easier to get started. Ray: It appears that flex-fuel vehicles are about to get more popular. Ford and GM are getting ready to push the technology. And there are hundreds of thousands of flex-fuel vehicles already on the roads. But most of them run on gasoline only, because there aren't enough gas stations that sell E85 yet. Tom: Of course, that won't be a problem for you, David. Although I suspect you're going to have to move your little still to a bona fide laboratory to comply with local zoning and fire codes, with a flex-fuel car you'll be in fat city, man. And what you don't burn, you can use to make afterdinner drinks.http://seattlepi.nwsource.com/wheels/261322_talk03.html

I thought this was slightly interesting. The use of ethanol as an automobile fuel in the United States dates as far back as 1908, to the Ford Model T. Henry Ford was a supporter of home-grown renewable fuels, and his Model T could be modified to run on either gasoline or pure alcohol. http://www.eia.doe.gov/oiaf/analysispaper/biomass.html Another plus to ethanol production. Co-Products: There are two main co-products created in the production of ethanol: carbon dioxide and distillers grain. Carbon dioxide is given off in great quantities during fermentation and many ethanol plants collect that carbon dioxide, clean it of any residual alcohol, compress it and sell it for use to carbonate beverages or in the flash freezing of meat. Distillers grains, wet and dried, are high in protein and other nutrients and are a highly valued livestock feed ingredient. Some ethanol plants also create a "syrup" containing some of the solids that can be a separate production sold in addition to the distillers grain, or combined with it. Ethanol production is a no-waste process that adds value to the corn by converting it into more valuable products. http://westernplainsenergy.biz/ethanol.html

At least you guys have some decent upload. Gotta go play with the kids. Later.

We owe it all to CA3LE, But thanks. I see you are on Dway. How long?

It works for me. I am on satelite. Just for giggles, try the link. http://classmates.com/ You never know. You might also try cleaning out your registry. Or disk cleanup.

There has been a few before in here.

That was it Voltageman, thanks.

Welcome to the forum BillyH80 OK to start with I assume the speeds were extreme at first as the main server was doing a sort of adjustment. At first I was getting like 2800, but it slowed down in the next couple of weeks. Try reading this first. Achieve the Best Performance Out of Your Computer http://www.testmy.net/forum/t-4257 And then post a download test at the top of your browser. Using the 2992 file test.

Actually I have 4 512's myself. I would have to buy 4 1024's.

Nice speeds, and a pretty good excuse.

That upload rocks, nice.

It depends. You would probably be finding it a waste, unless you like things at their best. Mine came with 1 gig and I doubled it to 2 gigs. And someday soon I will finally go to 4 gigs, but only to see just how much difference it will make. I doubt it will be extremely faster, but it should be noticebly faster.

It sounds like the UK would be greatly benefitted by one of those cars I read about that uses braking energy stored up for some of it's power. I think they get better mileage in town than they do on the highway.

Just like any electrical short. Follow the wires to their source. Make sure it is grounded properly to either a water line, or the main breaker box, which should be grounded properly. Try a hard start. Unhook the cable, (second one down on the modem on a 6000) and touch it (the cable end) for at least 10 seconds. Replug and see if that helps. Also try disk cleanup in your programs. Start*All Programs*Accesories*System Tools*Disk Clean-up.

Sounds like our govt's duped both of us again. On both fronts. By the way dlewis, the race model which only saw a few races, was not bound to street configuration. It was astounding, to say the least. They had all the room they needed, since they could build it from scratch. But unfortunately, all I could find on the racing eversion, is my memory from my old teacher. He has long since passed away. Probably racing from cloud to cloud right now. He loved to take the local Highway Patrol on in his old 1972 440 3/4 ton camper special pick-up. He was a lot of fun in class. He seldom followed the curriculum to a tee. Somedays it just turned into a BS session. I do miss those days. Yeah, us students did turn out a few "Outlaw cars", according to the principal. He did not like us much. And we always charged him full price.

This is all I could find: Web definitions for Paladin One of Charlemagne

1954 While their 1965 model gathered a lot of publicity and media coverage, Chrysler actually produced their first road-going test vehicle back in 1954. This car was simply a standard 54 Plymouth, pulled off the assembly line and fitted with a specially made turboshaft engine. An average fuel consumption of 13-14 mpg using regular unleaded gasoline. The article claims that this would likely have improved to 18 mpg if the engine had been running on kerosene. The hot-section turbines on this prototype vehicle cost $1,500 (1956 dollars!) each to manufacture but Chrysler was planning to reduce the cost to just $10 with mass-production. It seems that target was never met and the vehicle never made it to the assembly line. Most of the reports published about these cars were very positive; drivers marvelling at the smoothness and ease of operation -- but ultimately it seems that Chrysler wasn't confident enough to commit to large-scale production. Their fate was sealed in the 1970's when the fuel crisis and stringent emission control standards made it impossible for the gas-turbine engine to compete with rapidly evolving traditional internal combustion designs. In the last two decades of the 20th century further advances in the area of electronic engine control systems further strengthened the position of the regular reciprocating 4-cycle auto engine against the fuel-hungry turbine. Chrysler never did find a way to mass-produce the critical hot-section elements of the turbine engine at a reasonable cost either. So, don't look for any manufacturer to roll-out a gas-turbine powered car for the masses any time soon. Update: 11 June 2001: http://www.aardvark.co.nz/pjet/chrysler.shtml Today, it is obvious that the advantages of the gas turbine over the conventional engine are, indeed, real. Some of these advantages are: Maintenance is considerably reduced Engine life-expectancy is much longer Development potential is remarkable The number of parts is reduced 80% Tuning-up is almost eliminated Low-temperature starting difficulties are eliminated No warm-up period is necessary Antifreeze is not needed Instant heat is available in the winter The engine will not stall with sudden overloading Engine operation is vibration-free Operates on wide variety of fuels Oil consumption is negligible Engine weight is reduced Exhaust gases are cool and clean The 1956 cross-country endurance test In March, 1956, another historic event took place - the first transcontinental journey of an automobile powered by a gas turbine engine . The turbine car - a four-door 1956 Plymouth sedan, a standard production model - departed from the Chrysler Building in New York City on March 26. On March 30, four days and 3,020 miles later, it completed the cross-country endurance test when it arrived at the City Hall in Los Angeles, California. The purpose of the run was to test the turbine's durability, acceleration, fuel economy, control in traffic, action on steep grades, and operation under various climatic conditions. Over the entire trip, fuel economy averaged approximately 13 miles per gallon using mostly "white" (unleaded) gasoline and some diesel fuel . The run was interrupted only twice for minor repairs which did not involve the turbine engine (a faulty bearing in the reduction gear and an intake casting were replaced) . The engine itself and its basic components performed very well and without failures of any kind. The experimental turbine engine was essentially the same as the one tested previously in the 1954 Plymouth. However, it reflected progress in the following major points: engine friction was greatly reduced considerable work had been done with plain bearings instead of more expensive types of antifriction bearings; the combustion system was improved; and engine controls were developed further, allowing the driver to operate the turbine car just as he would a conventional automobile. The turbine had not only lived up to all expectations but had exceeded them! An inspection showed every part of the engine in excellent condition. Fuel economy was consistently better than a conventional car which traveled with the turbine car and was exposed to the same conditions. The key to the excellent performance and economy of the third generation gas turbine (called the CR2A) was its new variable turbine nozzle mechanism. Turbine car instrumentation and controlsThe operation of the Turbine Car is much the same as that of a car with a piston engine and an automatic transmission. To start it, place the transmission shift lever in the "Idle" location and push down to engage the "Park/Start" position. Turn the ignition key to the right and release it. Starting is automatic. Within a few seconds, the inlet temperature and tachometer gauges on the instrument panel will read about 1700 F and 18, 000 rpm, respectively, indicating that the engine is started. The present performance and economy of the Turbine are comparable to a conventional car with a standard V-8 engine. The engine will operate satisfactorily on diesel fuel, kerosene, unleaded gasoline, JP-4 (jet fuel), and mixtures thereof. And, even more interesting, it is possible to change from one of these fuels to another without any changes or adjustments to the engine. The users of the cars also will appreciate the many other advantages of the turbine engine. 1964 turbine car specifications130 horsepower at 3,600 rpm (output shaft speed); 425 lb-ft of torque at zero rpm! Weight: 410 lb - 25 inches long, 25.5 inches wide, 27.5 inches tall (without accessories, which make the overall length 35 inches). Fuel requirements: what've you got? diesel, unleaded gas, kerosene, JP-4, others. No adjustments needed to switch from one to the other. Compressor: centrifugal, single-stage compressor with 4:1 pressure ratio, 80% efficiency, 2.2 lb/sec air flow First stage turbine: axial, single-stage, 87% efficiency, inlet temperature 1,700 degrees F. Second-stage turbine: axial, single-stage, 84% efficiency, max speed 45,700 rpm Regenerator: dual rotating disks, 90% effectiveness, 22 rpm max speed Burner: single can, reverse flow, 95% efficiency Maximum gas generator speed: 44,600 rpm Maximum output speed, after reduction gears: 4,680 rpm Exhaust temperature at full power: 500 degrees Fahrenheit. The turbine cars that became the Dodge ChargerA Chrysler employee wrote:

The turbine car was just too fast, so they outlawed it very quickly in stockcar racing. The reason you will see very few, ever. Nothing could even touch them. Everyone literally got lapped several times. And the worst thing was you had no idea what just passed you till you saw the tail lights. They were very quiet. My auto mechanics teacher used to work on the pit crew for the Petty Bros. He had some interesting stories. One I remember was a Plymouth Valiant they tested one day. It was a slant 6 with an experimental carburetor kit on it. He said he left the Big blocks behind for like a lap and 1/2. My teacher was driving and he said all he could do was laugh. (He loved to laugh) His nickname was "Smilig Jack" in the pits. But the rest did then catch up to him, and they pulled him out of the race. But being a pit mech., he said he seldom got to race, so it was a blast.

You are now in a rare few club there dlewis23, nice.

cholla it loped a LOT! I was almost going to say 1964 Dodge Dart for similarities.

"silverchickensofdoom" Nice,

Damned nice speeds kdubkelly enjoy.

Storm got me last night, but I will try to get up to speed. The tranny should be fine with the shift kit. They not only give you firmer shifts, they also give you longer tranny life. Since they reduce the slippage which is also what wears out the tranny. On the H-pipe it equals out the back pressure in the duals creating equal flow. Also reducing actual wear on the engine. (Balancing things out.) Many bonus's on this. The cam lift should be fine on that engine as it is a crate engine from Summit, and they have built many engines in the past. I don't consider it radical until you pass the .500 lift and are then required to have a vacuum canister (or larger one) just to run items under the hood, distributor, power brakes, downshift on an automatic, etc... And on aircleaners, chrysler actually had the best functioning factory cleaners. Dual snorkel. I almost forgot, my 68 mustang had a .569 lift Crane FIreball which I did run with an auto C-6, so it all depends. Just the factory vacuum cannister.

Isn't that better than you were doing a month ago coknuck? Actually our speeds have gone up at Dway-hughes by so many going to Wild Blue. Thank you Wild Blue.