I had sincerely hoped to profit from things I have learned about energy over past 20 years. Much time has passed without progress. I never found anyone to help or encourage me to bring these not so new technologies to market, so here I will offer them to world and see if anyone might find value in free information.
The combustion process 19th Century engineering gave us, I call slow burn. Over past century this technology has been retained because it provided great profits to Big Oil, Big Energy, Big Banking and Big Government, through fuel taxes; a very big conspiracy to rip off global consumers. All have agreed on desirability of using more than twenty times fossil fuel needed for inferior performance that poisons world’s air, soil and water. Indeed, it may be demonstrated in near future that liquid fuel technology has squandered fifty times more fuel than needed per developed horsepower.
Fast burn technology, developed by Canadian, Charles Pogue, in late nineteen forties, bought and suppressed by automakers, is a fifty five year old solution.
Charles had easily solvable power problems with his hot vapor, fast burn, gasoline fuel system. But he refused to address performance problem in his quest to achieve 300 mile per gallon fuel economy, after successfully surpassing 200 miles per gallon with a 1937 Ford V-8 sedan. This at a time when fuel was relatively cheap in North America and few would trade power for economy. I solved these problems in a simple fashion and never built a conversion to demonstrate solutions. This was due partly to fear of opposition and an unreliable sense of market timing.
The old slow burn technology makes just enough vapor in a combustion chamber to light mixture with a spark or compression heat in a diesel engine. At same time heat begins to vaporize liquid fuel to a combustible state, pressures build to great heights and prevent rapid vaporization of remaining fuel. In addition, unvaporized fuel absorbs great amounts of heat that cannot contribute to combustion pressure, which creates power. This rich or fuel heavy mixture serves to lower and regulate peak and average combustion temperatures throughout an unnecessarily long combustion cycle. This process uses a surplus of fuel that passes out to atmosphere unburned. The catalytic converter was industry response to cleaning this unburned fuel.
Fast burn technology does just opposite of slow burn. In a slow burn four stroke combustion engine there is fire in cylinder for more than one complete crankshaft revolution. That is, somewhere between 360 and 420 degrees of rotation. The power stroke is a 180 degree event and if we use a bicycle crank for comparison, we can see that most of power is delivered in half of full stroke, centered on mid point. That is, cylinder pressure creates greatest torque when piston is half way through power stroke. The engine will easily provide all power needed for cruise and moderate acceleration if there is only enough fuel available to make cylinder pressure fifteen or twenty degrees before and after midpoint of power stroke; a controlled power stroke of thirty to forty degrees. This is controlled by metering fuel so all fuel is burned up in an oxygen rich environment and emissions will now be hot air and trace amounts of oxides of nitrogen.
Most children learn at a young age, they can pass their finger through a candle flame without pain or injury by moving their finger through flame quickly. Such is secret of fast burn technology. Temperatures that would melt engine parts like valves and pistons if maintained for four hundred degrees of crankshaft rotation are no problem if burn cycle only lasts for a maximum of one hundred degrees in case of maximum power. Performance enthusiasts looking for that extra 50 horsepower by adding fuel, are ones most likely to melt parts. For these people - racers, hot rodders; engines likely to melt at high power outputs and too much fuel can and should be assembled with readily available thermal barrier coatings to prevent melt downs.
About ten years ago I read that slow burn performance engine developed peak cylinder pressure at 15 to 18 degrees after top dead center, early in power stroke. What if we could develop just twice that amount of cylinder pressure, three times as late in power stroke? That is, at 45 - 54 degrees after top dead center. The answer is we would have more than three times power at point of greatest mechanical advantage in power stroke as we do with bicycle crank in middle of its down stroke.
When there is absolutely no liquid fuel in our air/fuel mixture, rate of combustion is many times greater than when there is an abundance of liquid fuel, as in 19th century slow burn technology. This means we can supply spark much later and burn all fuel in thirty degrees or less crankshaft rotation. An engine that can burn all its fuel in twenty degrees of crankshaft rotation will deliver twenty times fuel economy of an engine that does not burn all its fuel in 400 degrees of rotation. Although fast burn engine might generate peak temperatures and cylinder pressures three times higher than a slow burn engine, burn time is so dramatically shortened that engine will actually run cooler than slow burn engines. Smaller cooling systems will do job at lower water temperatures, like 160 degrees of old days.