E85 conversion

[evanesce69]

I am in Phase one of the E85 conversion.

P1 inclusion:

run ability of stock engine on various blends of E85


P1 base engine:
1993 3.0L 182K miles.
one set of heads at 126k miles due to stuck thermo
to my knowledge, stock timing chain
(may lead to retarded valve timing and reduced efficiency of E85)
maybe a liter of stop leak for the radiator strategically transferred to the engine oil
(it was cold and i was hung over so i didn't bother changing the oil during the head replacement)
factory 3.73 and 5 speed
LT235/75R15 uniroyals
Stock suspension
(though i have given serious consideration to the F100/150 fwd coil spring swap.)

Driving: Rt 3 to 255/270 west crossing the JB bridge.
exit at Telegraph then 3 miles north to Hoffmeister.

Any south east metro STL folk wil know my drive.



So far I am able to run 40-45% with good results, Anything more than 45% E85 an the engine gets testy

I have decided that the compatibility of the E85 to a non E85 vehicle in respect to hard parts and seals is acceptable, at least for the vehicle i drive" 1993 Ranger Xtra Cab 4x4.

Phase 2 would include building of an engine designed especially to reap the benefits of E85.

2002-3 pistons with domes, 1996 heads with 47cc chambers and any crank after 1996 which has 5 counter weights (simply because vibrations are bad, and a high revving motor WILL make vibrations).

I have yet to decide if i should "mess with" cam specs. perhaps that should be best waited upon until the results of initial P2 is complete.




And so...... since i have put this idea of mine out there, I hope to hear any and all opinions, whether in support or ridicule. Perhaps some of the readers could come up with ideas how my plan may be improved. I can learn from even the nay sayers.


So... Flame me or support me, but please don't just read and bounce. Post a response. This is the only way we learn.....

Thank you in advance!

Rob

 

[rocket5979]

What are you doing to tune for this? For you to properly run E85, especially full E85, you will need to tune the truck for a different stoich AFR.

Gasoline stoich by mass = 14.64:1
E85 stoich by mass = 9.7:1


That will also mean that you will need larger injectors to support the same amount of horsepower. This is due to needing to flow more "fuel" into the engine because a higher proportion of E85 that will need to be injected into the intake manifold to maintain the proper stoich when at part throttle.

Just a few items you may want to start planning to address if you have not done so already.

 

[Jrrrrrr]

I am doing a lot of E85 calibration work on some engines right. now at my work. It has an Octane rating around 110. Add a lot of spark and If you can bump up the compression you will be able to take advantage of E85. If you go back to gas you will need to retard it so it will not knock. To fully take advantage you should put on a turbo.

 

[evanesce69]

ROCKET, I dont think it is as dependent of stoichiometry as it would be on the heat of combustion of the two molecules. Yes I will have to inject more EtOH, but the reason is dependent more on the fact that EtOH burns cooler and slower. The slower burn results in a higher octane rating and reduced combustion chamber pressures. The cooler burn results in less energy to convert. With a slower burn and less energy to convert, we have to inject more alcohol to get the equivalent amount of heat and pressure. So it is somewhat dependent on stoich, but more so on the heat of combustion of the molecule itself and the speed of the reaction.

This problem is easy to compensate for. I have found two methods which could be used to accomplish the addition of extra fuel.

1) larger 17lb/hr injectors
2) aftermarket adjustable fuel pressure regulator.

The method I have chosen for the "quick and dirty" P2 is the aftermarket fuel pressure regulator. I can calculate the amount of fuel added under standard and increased pressure conditions. With the use of an inline pressure gauge I should be able to "map" then fuel curve that best fits the engine. Later I can use that curve to dial in the larger 17lb/hr injectors.



Jrrrrr, I also plan on increasing the compression ratio in my little 3.0L in two ways. I have researched and discovered the in 96 or so Ford made a set of heads for FFV's wich have smaller combustion chambers, 47CC vs 49CC. I also discovered that in late '02 and '03 the 3.0L had a piston with a small dome. I do not know thet size of the dome as of yet, so I cannot calculate the change in compression. I do believe that the two items combined; domed pistions and small chamber heads, would give me the desired compression to make "GOOD" use of the E85.

If anyone here knows more about the size of the dome on the '02-'03 pistons please post the specs so I can perform the necessary calculations. Thanks!!!!

On a side note, I have a 93 Daytona Shelby the will be converted to EtOH as well. 2.2L's of turbo intercooled five speed insanity that is earth friendly.

 

[rocket5979]

ROCKET, I dont think it is as dependent of stoichiometry as it would be on the heat of combustion of the two molecules. Yes I will have to inject more EtOH, but the reason is dependent more on the fact that EtOH burns cooler and slower. The slower burn results in a higher octane rating and reduced combustion chamber pressures. The cooler burn results in less energy to convert. With a slower burn and less energy to convert, we have to inject more alcohol to get the equivalent amount of heat and pressure. So it is somewhat dependent on stoich, but more so on the heat of combustion of the molecule itself and the speed of the reaction.

You will want to reach for the proper corresponding stoich AFR when tuning for this combo otherwise the mixture will be off, the burn will not be as complete, power will be down, and so on until you end up almost wasting the benefit of E85 altogether. Those other factors will come into play also, but tuning for proper stoich AFR at part throttle and proper (safe) WOT AFR's is pretty important too.

This problem is easy to compensate for. I have found two methods which could be used to accomplish the addition of extra fuel.

1) larger 17lb/hr injectors
2) aftermarket adjustable fuel pressure regulator.

The method I have chosen for the "quick and dirty" P2 is the aftermarket fuel pressure regulator. I can calculate the amount of fuel added under standard and increased pressure conditions. With the use of an inline pressure gauge I should be able to "map" then fuel curve that best fits the engine. Later I can use that curve to dial in the larger 17lb/hr injectors.

When you talk about "dialing in the 17's" I assume you are talking about actual custom tuning, not just using a mechanical band-aide like an adj FPR which can only be adjusted to a static additional amount of fuel? If that is the case then just save yourself the time and just tune it with the 17's from the getgo. They are not much large than the stockers and will not be hard to dial in your short term fuel trims or WOT AFR's with them. It would be a waste of time to "map the curve out" and then tune it later rather than just tuning it from the getgo.

 

[jmpetre]

Don't forget that you will need new fuel lines and a gas tank from an FFV ranger. The alcohol in E85 will eat through "normal" gas tanks and fuel lines. The FFV rangers came with stainless steel tanks and teflon-coated lines.

 

[evanesce69]

jmpetre - I didn't consider replacing the fuel lines, but i had considered lining the stock tank. I haven't actually checked the tank out yet, but is is a planned job. If I fill it up past 3/4, I sometimes get fuel seepage from around the filler neck.

I'll have to consider the fuel line issue. I have experience with hermetic resins that are used to seal lines from the inside. These materials are very durable and will hold up and seal well in harsh environments.

Rocket - I am still thinking with the stoich and injection rate issues. A post will follow soon with my proposed soultion to the problem.

 

[evanesce69]

while researching i came across this link which explains alot about injector selection and flow rates!

http://www.cadvision.com/blanchas/Ranger/AccelFuelInjectors.pdf


hope this is interesting reading for you guys.


an additional link for you 2.3L guys out there

yet another link, only this time how to understand and reprogram the eeciv

 

[evanesce69]

rocket - it seems if i run 19lb/hr injectors and an adjustable FPR i can get the curve just where i want it, and the alcohol wants it.

At least that is what i get out of the numbers. Remember, I am going to increase compression and perhaps mess with can specs. Morana racing has a line of cams that could help. That coupled with a cleaned up intake system and exhaust would need the extra fuel.

And, since i am a chemist, I intend to make my own fuel later ( regular/EtOH blend) that will give my hardware the best it can get: hence the "E85 conversion" title to this thread


on the light side: if i seem to be rambling, that is the price i pay for not sleeping. it sucks being "The Man", but the pay is good.......

 

[fixizin]

Being a chemist no doubt helps loads, and you're collecting some interesting data, but I'm not sure in what regard you hope to out-do Ford's already EXTENSIVE engineering on making Rangers run on E85...?

I mean I could see studying the FFV Rangers to reverse-engineer HOW they did it, and applying that to some vehicle that's never been sold as FFV, but... re-inventing something that's already available bone stock, off the shelf?

PS: I thought the Ranger FFV fuel tanks were some type of plastic, NOT stainless steel... yep, I'm purt dern sure it's not stainless, but I won't be re-united with mine 'til next week... OTOH, a Ranger with a stainless steel BODY and BED, a la DeLorean, now THAT is a low-maintenance exterior that would make big sense for a pickup!

 

[evanesce69]

Fixizin - it's more of a "see if i can do it" type thing. I'm already running a little under 40% ethanol right now. I'm just curious what is needed. And besides, there is the pride in knowing that i haven't let the man dictate which vehicle is E85 compatible or not, aka "Braggin Rights"

The ultimate goal is to create my own ethanol to burn in my personally converted Ranger.

I'll build the engine for cheaper than buying a new truck, distill the fuel that runs in it WAY cheaper than $4.079/gal and have a laugh as I think of the cash that the man is not getting from me.

 

[oldbaldy454]

I have a 2000 3.0 FFV and I don't bother using E85....mileage is worse than the 25% savings on fuel.

Maybe I need to retune, but the power and performance is also very poor...
this winter I was getting only 8-12 mpg with E85 and 16-18 in town with 87.
On the highway I can do 24 mpg on 87 or 89 if careful.


Any of you E85 experts have recommendations on a tuner to use?

I am about to start to look into hydrogen injection...but afraid of the hype...
most only realize about 2-3mpg increase with a 4% injection ratio.

I also considered a electric hybrid conversion kit last year and looked into both
DC drives as well as AC 3 phase systems.... there are a few available on-line.
Started collecting batteries to add, but the weight out weighs the gains.

- JB

 

[fixizin]

ev69, if you don't keep funding "The Man", then how can "he" keep all the sheeple living inside 'The General Model' of propaganda, (aka The Matrix)?

Next thing you know they're reading Thomas Jefferson and foreign newspapers, opposing optional wars, demanding lower taxes, and not believing there's a tewowist under every bed... can't have that.

Get that Big Oil umbilical cord re-attached to your wallet... pronto. Already "The Man" has his BATFe ready to tax and destroy your noble DIY distillation efforts.

 

[evanesce69]

Fixizin - LOL I like that one, and dont EVEN get me started on the matrix, I like my computer, but I do not believe a machine should do my decision making.


actually it is relatively easy to get a permit to produce your own fuel alcohol. I can even get a tax credit for using alternative fuels.

26USC5181(c)4 : (4) Eligible distilled spirits plant

The term ``eligible distilled spirits plant'' means a plant
which is used to produce distilled spirits exclusively for fuel use
and the production from which does not exceed 10,000 proof gallons
per year.

26USC5181(e)2 : (2) Rendering unfit for use

For protection of the revenue and under such regulations as the
Secretary may prescribe, distilled spirits produced under this
section shall, before withdrawal from the bonded premises of a
distilled spirits plant, be rendered unfit for beverage use by the
addition of substances which will not impair the quality of the
spirits for fuel use.


those are referenced from 26 USC, or "the internal revenue code"

i'll find the tax codes later, but really the government has gone to great length to streamline the application process for the individual.

 

[evanesce69]

OldBaldy454 - if I make my own fuel, I can live with the 25% reduction in economy, that extra amount of fuel that i would need would essentially be free (minus the minimal cost of regular pump fuel to denature the blend).