xj550 turbo multi fuel project - tease?

I figured this was about the only place I could discuss this project to some extent as I'm limited by proprietary crap. Sometimes it's a bummer to put so much work into something and can't show or say much. I can answer some questions about it. It's going through another change both cosmetically and some technical goodies but it's going on it's 5th generation and we think the final build for now. This is actually only part of an overall system for another engine I designed but it's the most fun so far.

Just some basics. It is a stock 81 xj550 with the only thing I did to the engine was polish the piston tops. As you can see it has FZR wheels. Yes I modified the swing arm to accompany a 160. Amazingly the chain lined up with out any hassel. The picture shows a carb but now we're utilizing the micro squirt system with our own computer piggy backing that to read thermal values and drive two stepper motors. We had to develop our own software to program the whole thing. Still working on some of that.

It will start and run on diesel with no smoke what so ever. It's an ultra lean burn system while reducing the NOx significantly. Which high NOx output on lean burn systems is typically the down side. We don't list mileage on the site due to the fact we haven't done any serious empirical testing for that to be absolute in it's fuel consumption for either fuel under many different variables. Until further testing I'll only give what we've found so far. On gasoline, and it does matter on brand and their additives, usually 95 to 103. Again nothing substantial but it has been fairly consistent. Diesel is over 100 almost regardless of how often I'm under boost conditions. Of course running on the boost all the time can radically change your overall mileage. On an air cooled engine temp concerns are only if you stay in it consistently for over a long period of time. Exhaust and cylinder head temps are below average.

As you can see we're still working on the fairing design to date as well. The one pictured is still the larger contender without getting into fiberglass building and such. I added an attachment.

 

that is one wild frontend. looks heavy though. how much do you think the finished piece is going to weigh?

 

Are you familiar with the Dresda Solitaire? Built back in the day, it used a turbocharged XJ550 motor, and started off with a large ungainly fairing.

I think it looks much better in its "naked" form.

http://www.realclassic.co.uk/dresdaturbo08030400.html

 

I was going to suggest making the nose a bit more blunt until I saw the Solitaire !!

Really, over 100 MPG ?? Are you reading that off your computer, because my FJR will show 70 MPG at light throttle on a level road, but gets mid 40's.

Do you have dyno numbers? I'd love to see the difference between gasoline and diesel burnt in the same motor. Theoretically diesel would make more horsepower. (or- theoretically diesel wouldn't work at all)

 

Interesting link to the Solitaire. I've been fussing over the fairing for way to much time now and frankly kinda drives me nuts! The idea was to originally cover the front wheel. A design I like the Cagiva Frecia and another proto where they covered the hole bike. Photo's below. So the fairing idea was to ad some aerodynamics to increase fuel mileage. It boogies pretty good. We haven't put it on a power dyno and will be using a BSFC dyno in Pheonix as there isn't even one here in NM. Testing for exhaust particulates and NOx is currently using typical emissions equipment.

As to mileage I use a separate 1/2 gallon container measured to specific and run till the engine quits. Usually have a following car. Still run 45 plus miles on the half. We pick specific routs and average over a number of runs and note the weather, temp, pressure density etc. We try to be very specific in our testing as that's pretty crucial. We'll also be using other facilities to test outcomes, note and adjust for all the available variables.

Yes Diesel has more internal energy if extracted correctly. It is a bit of a "trick" to disassociate and atomize correctly for a SICE. It's been about 5 years now I've been working on this and other ideas. Here's a link to my site. www.energyextraction.blogspot.com

We don't sell anything as we are just an R&D company. Honda so far is the only one that has shown any interest for primarily the hybrid design.

btw definite open to suggestions about the damn fairing!! Also adding a pix of the Frecia from my computer wouldn't work.

 

Spend 99 cents on an 18" beach ball, lay fiberglass on half of it,
Blend this shell into your already excellent and unique design.
Have the front start no further forward than the axle.

Have you checked out Craig Vetter's work in streamlining and high MPG ??

http://www.craigvetter.com/pages/470MPG ... iring.html

 

THERE'S your fairing. Adapt that; perhaps cut away the rear so it's more like the "dustbin" fairings of the '50's (and the pic you tried to post.) Cutting it down will obviously have a cost, fuel economy wise; but somebody else has already done the engineering on the frontal profile for you; take advantage of it.

 

I see a Seca 900 (on your Blogsite) hiding behind a silver frame, it has a carb where your right knee should be - -

What's going on with that one??
Are you raising the compression??
And how much boost does it take to get 600 HP from a 318?
Awesome research you're doing !!

 

Thanks for the suggestions. I initially wanted a dustbin however part of the problem is also I extended the rake on the front and that I need access to the front of the motor. So there is a second fairing that covers and channels air more directly over the oil cooler which that air is captured from the backside and channeled to be used elsewhere. Also the front get's covered up almost completely for the exception of adjustable inlets for ventilation. The nose design is what I wanted to change some also I may put lights below the fairing instead on in it. We have a time table that's getting fast approaching so I didn't want to get into to much complication.

The weight last we weighted it was at 418lbs with some fuel in it. The 900 was turbo charged at one time and in the pix I was experimenting with vortex generation designs to keep cooler fuel in suspension and a few other ideas that worked marginally. Looks kinda neat but haven't had much time to mess with it to work some bugs out of it, but ultimately, not really that efficient. Although it would get 70plus mpg, drive ability was sketchy.

Compression on the bikes is raised only under boost of course. Part of the efficiency gains are volumetric. Which btw, I'm amazed at how strong the bottom end of these little engines are! I've pushed as much as 25lbs psig with no crank cracks, breakage, or bearing squash. Now 10 to 15 is all I push psig. I'm also at 6K elevation which helps some. As soon as the computer is installed I'll be able to get it on a RW power dyno. My guess is 103 or so hp and 65 torque or so at 20psig. So says the math.

As to the 318 with the current mechanical modifications, about 30psi.

 

very cool! wish i had something intelligent to add for such a project, but unfortunately you'll have to settle for a "very cool!"

 

Thanks Vanimal. It will be more cool back on the road!

 

what type of injector are you using? same for gas and diesel? i have been watching for a small APU or reefer diesel engine to put in a bike.

 

zookie400, as to the injector driver ECU we bought the micro squirt system since it was easier to piggy back with our computer. We've played with many injectors from ones I took of a gsxr rail to Bosh and a couple others. I'm configuring/modifying one to see if I can run all liquid fuels. So far I run a Diesel injector and gas separately. I'm hoping to change that.

I actually have an old reefer diesel engine I've been using for testing our induction system on. I haven't had much time to use it, but it's very heavy fyi! For such a little thing it takes two guys. I'm fairly strong too. I wouldn't want to put it in a bike. However I still have a couple things connected to it to put a load on it, so I don't know what just the engine weights. I just thought about that.

 

what are you doing to up the compression enough to make it a compression ignition engine?

does the MS ecu have the ability to adjust the timing of the injector firing?

 

I think he's spark igniting the diesel mist.
Saw a Chinese guy fueling a dodge van - with Diesel, then he noticed his mistake, and topped it with gas. (one ton, 360)
People used to punch the fuel inlet to fuel cat-con vehicles with leaded.
I just had to follow him. After 1/4 mile it started smoking and backfiring, but it drove 4 miles to his house.

How do you cold start a 10:1 spark engine on diesel.
Even 18:1 diesels need a glow plug.

 

That's the fun part if it all and the PI of it. I don't change the compression or any of the typical thoughts, you have to change the base composition of the fuel and the means of introduction to the cylinder. My blog site gives some clues to that. I ran it on kerosene today as that's a fuel I just hadn't gotten around to. It's not a common utilized fuel so I hadn't really bothered. However, I hadn't realized there was a bit more usable internal chemical energy in kerosene than diesel and it was a measurable difference. A buddy of mine gave me 5 gallons, I guess I'll use it in the bike as I don't know what else to do with it! I think it's like 5+ bucks a gallon.

It was a stationary test as the bike has some modifications I'm still working on to drive on down the road again. A little funky smelling as I only played with it for a bit. It didn't smoke or anything and never does on diesel but it did have a smell. Which brings me to the injector timing which was a bit of problem today regarding the smell. I couldn't get it to lean out like it would on diesel, hence some of the measurable difference.

I'm not an EE although I'm learning, the injector profile can be changed via laptop, this is a "peak and hold" system. I'll have to ask the EE if he modified it due to the piggy back ecu we have, I'll let you know but I'm sure you can change the profile in it's stock form. It gives a separate pig tail for lap top programing. Here is a link to Bowlins MS system and all the technical goods. Here is the forum from people using the system.

Starting is utilized by a device I show as the last item on list of the R&D patent devices on the site. A "fuel extraction device" I came up with a couple years ago. Will work even with motor oil, just not much pressure as it bogs it down due to the density.

 

interesting project. post up some video!

 

Hey Zookie I forgot about this page, it has great detailed info on the Mega and Micro squirt circuitry HERE.