I know this subject has been discussed here already to some degree but I
wanted to revist it. I have an 89 22RE pickup with 200k miles. It gets
about 25mpg highway without any load up here at 7000' elevation. It's not
too bad on the mountain passes but it still dogs out and I have to rev up
and shift down to 3rd gear.
I just bought a 2003 VW Jetta TDI with 30k miles. It gets 48mpg highway
without pampering. This little puppy kicks butt on the passes and doesn't
hesitate to pass even when loaded with people and stuff. Coolest car I've
had.
Then I went to the Toyota Australia website and admired the new Hilux
(Tacoma) 3L Turbo Diesel pickups. Those lucky ducks down under! Now why is
it, again, that we aren't allowed to have the ultimate small truck with
light duty diesel here in the USA???? Can I just order one from Oz and have
it delivered here?
The way the price of gasoline (petrol for Australians) is going I
suggest that everyone convert their Toyotas to diesel as they are more:
fuel efficient
higher torque
waterproof
simpler
reliable
safer
can idle all day long
less overheat episodes
can burn bio diesel or vegetable oil (without glycerin)
Well to help everyone dismiss the myth that Toyota diesel pickups &
SUV's are rare in USA & Canada I have included below a list of very
resourcefull links that contain places to buy diesel engines/parts and
complete rigs.
Toyota diesel engines models: 2L's, 2L-T's, 3L's and 5L 's for sale
in the greater Los Angeles area:
Engine Trend Inc
George
4515 S.Soto Street
Los Angeles,CA 90058
USA
Ph:1-800-939-3295
Ph:(323) 589-2844
[url]http://www.enginetrend.com[/url]
Spector Offroad
Marv
21600 Nordhoff St
Chatsworth,CA 91311
USA
Ph:(818) 882-1238
[url]http://www.sor.com[/url]
Reseda Engines in Northridge
Danny
8644 Darby Ave
Northridge,CA 91325
USA
Ph:(818) 349-7472
Jarco USA
194 Gateway Dr
Canton,Georgia 30115
USA
Ph:(770) 479-4942
Fax:(770) 479-4948
Operator:James Stettler
[url]http://www.jarcoinc.com[/url]
E-mail:info@jarcoinc.com
E-mail:parts@jarcoinc.com
E-mail:halfcuts@jarcoinc.com
E-mail:specials@jarcoinc.com
[url]http://www.asapmotors.com/services/toyota-diesel-engine.htm
For Japanese imported diesel Toyota SUV's & pickup trucks:
Sidney® ™
Repairs tv's,vcr's,home/car audio out of my home
E-mail:sidneybek@yahoo.com
Dartmouth,Nova Scotia
Canada
1985 Toyota 4-Runner,solid front straight axle,factory cruise
control,sunroof,22R-E,W56,RN60LV-MSEK,rusted rear step/towing chrome
bumper with 245 000 KM
JensenC wrote:[color=blue]
> I know this subject has been discussed here already to some degree but I
> wanted to revist it. I have an 89 22RE pickup with 200k miles. It gets
> about 25mpg highway without any load up here at 7000' elevation. It's not
> too bad on the mountain passes but it still dogs out and I have to rev up
> and shift down to 3rd gear.
>
> I just bought a 2003 VW Jetta TDI with 30k miles. It gets 48mpg highway
> without pampering. This little puppy kicks butt on the passes and doesn't
> hesitate to pass even when loaded with people and stuff. Coolest car I've
> had.
>
> Then I went to the Toyota Australia website and admired the new Hilux
> (Tacoma) 3L Turbo Diesel pickups. Those lucky ducks down under! Now why is
> it, again, that we aren't allowed to have the ultimate small truck with
> light duty diesel here in the USA???? Can I just order one from Oz and have
> it delivered here?
>
> Chuck
>
>[/color]
I agree, My first vehicle was a 1981 FJ40 Diesel landcruiser (which I
never should have sold as it would likely be running fine today). And
that was the best vehicle I have ever had for reliability. Today I have
a 4X4 Tundra double cab TRD offroad. And it sure would be nice to have
had that diesel option!
My company has 12 Toyota Landcruiser Series 79 and one old series 75. In
canada they are used underground as personnel vehicles and are quite easy to
obtain for about 93K CAD. These particular models come equiped with all the
provisions for underground. Depending on how much you want to spend for
just an engine I do believe that some of my suppliers may have just that,
I'll have to get the info and post it on here tomorrow. The engine running
in those particular model are the 1HZ my master mechanic says it's the same
bolt pattern as my tacoma, i have yet to actually test that.
Well, there is a serious issue with crude oil-derived diesel that has long-
range impacts, namely, the substantial particulate emissions with the
numerous compounds that are deemed carcinogenic (some are mutagenic and
teratogenic, too). Breathing those particulates, namely in the so-called
PM-5 range delievers that load right down to the aveola for rapid uptake.
Because of the sheer numbers of vehicles and the substantial amount of
chemical processes that contribute to air emissions, greater control
methodologies are put into force. Pollution is, of course, inevitable but
the amount can be reduced to keep pace with the increasing number of
emitters. Overall reduction is impossible, the reality is that there is a
growing amount overall in the world everywhere.
Now in the US there is regulatory action to address particulate emissions
from diesel engines whatever their size being argued out as we speak in
rulemaking, but since air pollution respects no boundaries, it's an
integrated effort in the developed nations. Simliar regulatory actions are
being implemented in Japan and by the EU, to be implemented in tiers. That
said, expect long-term impacts, maybe something along the lines of some
kind of effluent control measures being required for the car or truck
diesels.
Of course, bio-diesel including "diesel" derived from thermal decomposition
plants for the most part do not have those concerns. I know that in EPA
Region 9 substantial grants and rulemaking was put into effect to make the
transition lucrative for the large landfills to implement waste diversion
into available plant systems but alas, that effort went nowhere dealing
with the states agencies within Region 9. I ought to know, I oversaw Region
9 for 12 years.
Landfill= waste stream + heat (from methane from the thermal decompisition
plus some from the buried wastes) + electricity (from methane burned at the
co-gens) + room (landfills take up lots of room) = bio-diesel. It was a
no-brainer except that we were dealing with people and empires...
Arnolod Swarzenegger came along after my time but from what I understand,
he's gung-ho for bio-diesel and alternate fuels and technologies. I
remember the day when the head of the California Air Resources Board (CARB)
was canned. Was that great news!
Anyway, now you have some information on diesel emissions in the future to
ponder. After all, fate favors the prepared mind. Personally, I wouldn't
convert if you were in the US or Europe. Canada has a serious disconnect
in the collective mindset on the pollution that nation generates, though
there are so many issues and factors and foriegn investors that, well, it's
a mess. Australia and New Zealand, you bet convert, the population density
is so low that nature can handle and remediate the effluent. Japan, have a
diesel there and you have a huge tax and penalty yearly on the emissions.
China...just download images from NASA's Visible Earth of that country seen
through the Terra sensor onboard SeaWIFS and you'll see what gross
particulate pollution looks like, same with Mexico.
Want to know about the chemistry of what diesel is and the by-products are
and it's effect in humans and the environement in general? Just ask, my
doctorate was in atmospheric chemistry. Makes for great reading if you're
having problems getting to sleep.
"Monoxide" <yo@yo.com> wrote in message
news:11gse35p2va1255@corp.supernews.com...[color=blue]
> My company has 12 Toyota Landcruiser Series 79 and one old series 75. In
> canada they are used underground as personnel vehicles and are quite easy
> to
> obtain for about 93K CAD. These particular models come equiped with all
> the
> provisions for underground. Depending on how much you want to spend for
> just an engine I do believe that some of my suppliers may have just that,
> I'll have to get the info and post it on here tomorrow. The engine
> running
> in those particular model are the 1HZ my master mechanic says it's the
> same
> bolt pattern as my tacoma, i have yet to actually test that.
>
> Cheers,[/color]
I'd be very interested in finding out more about getting a diesel engine in
Canada. I've been scouring the web for any resources on converting my 91
pickup from its 3VZE to a Diesel possibly the 1HZ, as with my rudimentary
research I thought it would be the most likely to fit. Please post any info
or relevant links.
> Of course, bio-diesel including "diesel" derived from thermal[color=blue]
> decomposition
> plants for the most part do not have those concerns. I know that in EPA
> Region 9 substantial grants and rulemaking was put into effect to make the
> transition lucrative for the large landfills to implement waste diversion
> into available plant systems but alas, that effort went nowhere dealing
> with the states agencies within Region 9. I ought to know, I oversaw
> Region
> 9 for 12 years.
> Landfill= waste stream + heat (from methane from the thermal decompisition
> plus some from the buried wastes) + electricity (from methane burned at
> the
> co-gens) + room (landfills take up lots of room) = bio-diesel.[/color]
[color=blue]
> Want to know about the chemistry of what diesel is and the by-products are
> and it's effect in humans and the environement in general? Just ask, my
> doctorate was in atmospheric chemistry. Makes for great reading if you're
> having problems getting to sleep.[/color]
I'd be very interested to read any info you have on Bio-Diesel as well as
how it relates to Crude derived Diesel. I'm also curious as to what you
meant by
[color=blue]
>Canada has a serious disconnect in the collective mindset on the pollution
>that nation generates, though
>there are so many issues and factors and foriegn investors that, well, it's
>a mess.[/color]
-Andrew
--Just watched "The Corporation" and highly recommend it. Downoad it as
it's widely available.--
Canada has a serious disconnect[color=blue]
> in the collective mindset on the pollution that nation generates, though
> there are so many issues and factors and foriegn investors that, well, it's
> a mess.[/color]
<snip>
I am curious about what you mean here. Are you referring to Canada's
commitment to decrease greenhouse gas, through targeted reductions in
emissions; as evidenced by being a signing member of the Kyoto
agreement? (which was notably not signed by the USA) Or are you
suggesting that since we are one of the larger net producers of oil and
gas in the world that we are somehow collectively environmentally
challenged? Or what?
I read some where that even though gasoline engines produce fewer
particulates than diesels they produce more in the way of Nox and other
smog forming compounds than diesel.
Further I was recently reading re. the manufacture of biodiesel and
wondering why more people don't do it?
notmyrealname wrote:[color=blue]
> 1 of the Masses wrote:
> <snip>
>
> Canada has a serious disconnect
>[color=green]
>> in the collective mindset on the pollution that nation generates,
>> though there are so many issues and factors and foriegn investors
>> that, well, it's a mess.[/color]
>
> <snip>
>
> I am curious about what you mean here. Are you referring to Canada's
> commitment to decrease greenhouse gas, through targeted reductions in
> emissions; as evidenced by being a signing member of the Kyoto
> agreement? (which was notably not signed by the USA) Or are you
> suggesting that since we are one of the larger net producers of oil and
> gas in the world that we are somehow collectively environmentally
> challenged? Or what?
>
> I read some where that even though gasoline engines produce fewer
> particulates than diesels they produce more in the way of Nox and other
> smog forming compounds than diesel.
>
> Further I was recently reading re. the manufacture of biodiesel and
> wondering why more people don't do it?[/color]
What we really need is to get third-world nations to sign and follow the
Kyoto treaty. It's my understanding that when, say, Mexico produces
rampant pollution, and Canada and the United States reduce their
pollution, those pesky air currents carry the Mexican pollution over
here anyway.
davidj92 wrote:
[color=blue]
> TOM wrote:
>[color=green]
>>Watch the count up:
>>[url]http://www.junkscience.com/[/url][/color]
>
>
> Given the opportunity, even my wife couldn't spend money this fast. :-)
> davidj92[/color]
I remember a joke about a fellow asks the difference between one million
and one billion. His friend told him that if he gave him a million
dollars, and the guy spent $3,000 a day, he'd be back in less than a
year. But if he gave him a billion dollars, he wouldn't be back for
almost 1,000 years... :>))
This one is our number one supplier of Land Cruisers
[url]http://www.acces-industriel.ca/[/url]
but they are also available from these ppl:
[url]http://www.millertechnology.com/[/url]
actually buy stuff from this company too [url]http://www.mobileparts.com/[/url]
Hope that helps
Cheers
"> I'd be very interested in finding out more about getting a diesel engine
in[color=blue]
> Canada. I've been scouring the web for any resources on converting my 91
> pickup from its 3VZE to a Diesel possibly the 1HZ, as with my rudimentary
> research I thought it would be the most likely to fit. Please post any[/color]
info[color=blue]
> or relevant links.
>
> Thank,
> -Andrew
>
>[/color]
Andrew, sorry for the delay, just back from a sail trip.
First, crude derived diesel contains numerous elements from the incomplete
combustion process of diesel producing a zillion variations of the
aromatics among others, a full list will be forthcoming. Bio-diesels do
not have the aromatics just from the nature of the feedstock and the
process seperation. In other words, decaying planktonic masses slow-cooked
under the specific range of heat and pressure over the several million +
years stay contained together in the same location, producing a plethora of
complex hydrocarbons complexed with other elements like sulfur, etc.
Anaerobic thermal decomposition process is too fast for the complex
hydrocarbons to form- mainly various lengthed saturated hydrocarbons
(alkanes) are formed with a low percentage of double bonds and essentialy
no triple bonds (depending on residence time, feedstock and temperature)
Second, diesel engines are big polluters just by the nature of the design.
This does not mean diesels are a poor designs, they are very good at what
industry uses them for-and that diesel is a safer fuel then gasoline, or
like our sailboat has-hydrogen. And in terms of gasoline versus crude-
derived diesel, crude-derived diesel is relatively less harmful to the
environment. But that's not the point. Of concern in the US (only) are
the PM10 and PM 5 emissions for tiered regulatory action. PM 5 means
particulates of 5 microns, likewise PM 10 is particulates of 10 microns.
Diesels spew out a huge load of these, the products of the combustion
process. Those particulates themselves are made up of numerous
hydrocarbons, some of which are strongly associated with cancer-
carcinogens, or substances known to cause mutations-mutagens. Periodically
new compounds are added to the lists. There's some debate right now about
a compound being a teratogen. Anyway, some of those compounds in the
particulates are also are persistent in the environment.
Third, those particulates are mostly coated with volatiles that have
shorter-term persistence, but are nasty. For instance, you might have read
about the poly-nuclear aromatics?
Fourth, those particulates are of the right size to deposit into the
aveolar sacs and either stay (PM10) or are exhaled (PM5 and smaller). In
all cases those particulates and the "coatings" are in contact and readily
absorbed into the bloodstream.
So, this is the issue at hand and the reason of the regulatory attention.
Granted, the US is one of the biggest generators of particulate pollution-
our coal plants in the right atmospheric conditions produce a haze that
rivals China visually from space (Look at the SeaWIFS imagery to see what
I'm referring to). Outdated plant designs and lack of government support
in providing incebntives to add pollution control systems is one reason, as
well as the limited advancement of technology, and most of all, the US is a
very big and heavily populated place unlike Canada. That said, the US is
the only nation looking at limiting particulate emissions. Japan heavily
penalizes generators so that all those low mile gas engines show up
elsewhere in the world. Diesels on the other hand are limited to trucks,
and are subject to a carbon tax. The US is wallowing about on the
direction it wants to go. Diesels as mentioned earlier are very good at
what they do, but the environmental and public health issues outweigh the
benefits-more so as the population grows and densification increases.
A word on what diesel is. When a crude oil is processed-be it an asphaltic
crude (like from Alaska, California, or Alberta to name a few areas) or a
paraffin based crude (like Libyan "honey" crude or some of Pensylvanian
crudes to cite some examples), the first major step is distillation. Crude
oil is heated to take advantage of the broad range of boiling points for
various hydrocarbon consituents. During the distillation process, crude
oil is heated to the boiling point and directed to distillation tower(s),
where the various petroleum fractions condense at different levels as their
vapors ascend thorugh the tower. For simplicity of the process
description, I'll present the products as straight-run distillates . In
reality, most petroleum distillation products require secondary refining
operations, such as cracking, alkylation, condensation, reforming and
blending. The conventional terminology, Cn, the 'n' represents the total
number of carbon atoms present in a particular hygrocarbon molecule. That
said:
gasolines, C5-C10 (25-210 degrees C)
naphta, C8-C12, (65-210 C)
kerosene and jet fuels, C11-C13, (150-250 C)
diesels and fuel oils, C14-C18, (160-400 C)
heavy fuel oils, C19-C25, (315-540 C)
lubricating oils, C20-C45, (425-540 C)
So you can see that diesel fuel is a range of hydrocarbon molecules with
each molecule having 14 to 18 carbons. These can be single bonded to
hydrogen, or with double bonds or triple bonds. The carbon range is moslty
what's there, anything heavier doesn't burn but spew out. Likewise, the
double and triple bonded carbons in the chain burn differently dependent on
numerous factors. make that carbon molecule a ringed hydrocarbon with
sidechains and there are even more and totally different products of
combustion. More so that the air mixture is somewhat starved in combustion
is a big reason why so mucgh effluent is produced.
A little more on crude oil. Crude oil is unrefined liquid petroleum. It
ranges in gravity from 9 degrees to 55 degrees API, and in color from
yellow to black, and it may be a paraffin, asphlat or a mixed base. If a
crude oil contains a sizeable amount of sulfur or sulfur compounds, it is
called a sour crude; if it has little or no sulfur, it is a sweet crude.
Just to make sense when reading about crude oils, crudes may be referred to
as heavy or light according to ther American Petroleum Institute (API)
gravity, the LIGHTER oils having a HIGHER gravities (stressing a very
common mistake among many in the field of experts).
The big division mentioned above was that crudes were were either
asphaltics, or naphthene-based, and paraffins. Though this is useful for
the most part as a crude description of crude, it is not alltogther true.
More on that in a bit.
First, naphthene-based crude oil. It is a crude charaterized by a low API
gravity (meaning it's a heavy oil) and a low yield of lubricating oils
having a low pour-point and a low viscosity index (compared to paraffin-
based crude oils). It is often called asphaltic or asphalt=based oil
because the residue from its distillation contains asphaltic materials but
little or no paraffin wax. Naphthene hydrocarbons can be expressed with
the general formula, CnH2n (ethylene or ethene, C2H4, etc)
Paraffin-based crude oils are characterized by a high API gravity, a high
yeld of low octane gasoline, and a high yield of lubricating oil with a
high pour-point and high viscosity index. Likewise, a paraffin based crude
contains little or no asphalt and whose residue from distillation contains
paraffin wax. Paraffin hydrocarbons are saturated with the formula CnH2n +
2 (methane, CH4, ethane, C2H6, etc). heavier paraffin hydrcarbons, those
of C18H38 and heavier, form the waxlike substance called paraffin.
Now in chemical terms, crude oils from which petroleum products are
produced are incredibly complex, composed of several thousand constituents.
However, the majority of hydrocarbon constituents can be grouped into five
basic categories: paraffins, isopraffins, aromatics, napthenes and
asphaltics. Following is an example of each:
Paraffins. An example of paraffins is hexane (C6H12) with a boiling point
of 69 degrees C.
Isoparaffins. An example of isopraffins is 2,2,4 trimethypentane (C8H18)
with a boiling point of 99 degrees C.
Napthenes. An example of napthenes is cyclohexane, a single-bonded ring of
six carbons (C6H12) with a boiling point of 80 degrees C. Another is
decalin, two six sides single-bond carbon rings (C10H18) with a boiling
point of 187 degrees C.
Aromatics. An example of aromatics is benzene, a six-carbon, alternating
single- and double-bonded carbon ring (C6H6). This is the "benzene ring"
of which thousands of complex aromatics have within their structure.
Benzene has a boiling point of 80 degrees C. Benzene is one of the first
hydrocarbons strongly associated with cancer and thusly a carcinogen. It is
also a suspected mutagen (causing mutation) and teratogen (kills the fetus
are very low levels). Another is xylene, an alternating single- and double-
bonded carbon ring with two side chains of carbon, (C8H10) with a boiling
point of 144 degrees C. Xylene is a strongly suspected carcinogen, mutagen
and teratogen.
Asphaltics. An example of an asphaltics is carbazole, two alternating
single- and double-bonded carbon rings (benzene rings) joined on eith side
to a five-sided sible-bonded carbon ring with one carbon replaced by a
single-boned nitrogen (C12H9N)
Okay, enough of that for now...my better half wants to go to bed. More
tomorrow morning.
[color=blue]
> --Just watched "The Corporation" and highly recommend it. Downoad it
> as it's widely available.--[/color]
Your wish is my command. I'll do that. Sounds good right off. I'll
describe some enforcement actions we did on my watch sometime, it's amazing
what corporations do in the name of the all-mighty buck.
hi there, Thanks very much for the in depth response. It will take me a
bit to wrap my head around it but I've read it twice now and it is comin
into focus. I'm still unclear on how Bio-D compares emmisions wise. Are
you saying it's less polluting because it lacks the aromatics/ogens like
benzene. I do not beleive it to be a viable alternative to Crude at our
current and future energy consumption levels mainly because a friend of mine
said that the entire surface of the earth would have to be devoted to
growing plants to make the oil.
One other note, did I understand you right when you said that PM5 emissions
despite being exhaled are still taken into the bloodstream?
-Thanks,
Andrew
"1 of the Masses" <whazzis@tangled.net> wrote in message
news:3pwSe.1841$nq.155@lakeread05...[color=blue]
> Andrew, sorry for the delay, just back from a sail trip.
>
> First, crude derived diesel contains numerous elements from the incomplete
> combustion process of diesel producing a zillion variations of the
> aromatics among others, a full list will be forthcoming. Bio-diesels do
> not have the aromatics just from the nature of the feedstock and the
> process seperation. In other words, decaying planktonic masses
> slow-cooked
> under the specific range of heat and pressure over the several million +
> years stay contained together in the same location, producing a plethora
> of
> complex hydrocarbons complexed with other elements like sulfur, etc.
> Anaerobic thermal decomposition process is too fast for the complex
> hydrocarbons to form- mainly various lengthed saturated hydrocarbons
> (alkanes) are formed with a low percentage of double bonds and essentialy
> no triple bonds (depending on residence time, feedstock and temperature)
> Second, diesel engines are big polluters just by the nature of the design.
> This does not mean diesels are a poor designs, they are very good at what
> industry uses them for-and that diesel is a safer fuel then gasoline, or
> like our sailboat has-hydrogen. And in terms of gasoline versus crude-
> derived diesel, crude-derived diesel is relatively less harmful to the
> environment. But that's not the point. Of concern in the US (only) are
> the PM10 and PM 5 emissions for tiered regulatory action. PM 5 means
> particulates of 5 microns, likewise PM 10 is particulates of 10 microns.
> Diesels spew out a huge load of these, the products of the combustion
> process. Those particulates themselves are made up of numerous
> hydrocarbons, some of which are strongly associated with cancer-
> carcinogens, or substances known to cause mutations-mutagens.
> Periodically
> new compounds are added to the lists. There's some debate right now about
> a compound being a teratogen. Anyway, some of those compounds in the
> particulates are also are persistent in the environment.
> Third, those particulates are mostly coated with volatiles that have
> shorter-term persistence, but are nasty. For instance, you might have
> read
> about the poly-nuclear aromatics?
> Fourth, those particulates are of the right size to deposit into the
> aveolar sacs and either stay (PM10) or are exhaled (PM5 and smaller). In
> all cases those particulates and the "coatings" are in contact and readily
> absorbed into the bloodstream.
>
> So, this is the issue at hand and the reason of the regulatory attention.
> Granted, the US is one of the biggest generators of particulate pollution-
> our coal plants in the right atmospheric conditions produce a haze that
> rivals China visually from space (Look at the SeaWIFS imagery to see what
> I'm referring to). Outdated plant designs and lack of government support
> in providing incebntives to add pollution control systems is one reason,
> as
> well as the limited advancement of technology, and most of all, the US is
> a
> very big and heavily populated place unlike Canada. That said, the US is
> the only nation looking at limiting particulate emissions. Japan heavily
> penalizes generators so that all those low mile gas engines show up
> elsewhere in the world. Diesels on the other hand are limited to trucks,
> and are subject to a carbon tax. The US is wallowing about on the
> direction it wants to go. Diesels as mentioned earlier are very good at
> what they do, but the environmental and public health issues outweigh the
> benefits-more so as the population grows and densification increases.
>
> A word on what diesel is. When a crude oil is processed-be it an
> asphaltic
> crude (like from Alaska, California, or Alberta to name a few areas) or a
> paraffin based crude (like Libyan "honey" crude or some of Pensylvanian
> crudes to cite some examples), the first major step is distillation.
> Crude
> oil is heated to take advantage of the broad range of boiling points for
> various hydrocarbon consituents. During the distillation process, crude
> oil is heated to the boiling point and directed to distillation tower(s),
> where the various petroleum fractions condense at different levels as
> their
> vapors ascend thorugh the tower. For simplicity of the process
> description, I'll present the products as straight-run distillates . In
> reality, most petroleum distillation products require secondary refining
> operations, such as cracking, alkylation, condensation, reforming and
> blending. The conventional terminology, Cn, the 'n' represents the total
> number of carbon atoms present in a particular hygrocarbon molecule. That
> said:
> gasolines, C5-C10 (25-210 degrees C)
> naphta, C8-C12, (65-210 C)
> kerosene and jet fuels, C11-C13, (150-250 C)
> diesels and fuel oils, C14-C18, (160-400 C)
> heavy fuel oils, C19-C25, (315-540 C)
> lubricating oils, C20-C45, (425-540 C)
> So you can see that diesel fuel is a range of hydrocarbon molecules with
> each molecule having 14 to 18 carbons. These can be single bonded to
> hydrogen, or with double bonds or triple bonds. The carbon range is
> moslty
> what's there, anything heavier doesn't burn but spew out. Likewise, the
> double and triple bonded carbons in the chain burn differently dependent
> on
> numerous factors. make that carbon molecule a ringed hydrocarbon with
> sidechains and there are even more and totally different products of
> combustion. More so that the air mixture is somewhat starved in
> combustion
> is a big reason why so mucgh effluent is produced.
>
> A little more on crude oil. Crude oil is unrefined liquid petroleum. It
> ranges in gravity from 9 degrees to 55 degrees API, and in color from
> yellow to black, and it may be a paraffin, asphlat or a mixed base. If a
> crude oil contains a sizeable amount of sulfur or sulfur compounds, it is
> called a sour crude; if it has little or no sulfur, it is a sweet crude.
> Just to make sense when reading about crude oils, crudes may be referred
> to
> as heavy or light according to ther American Petroleum Institute (API)
> gravity, the LIGHTER oils having a HIGHER gravities (stressing a very
> common mistake among many in the field of experts).
> The big division mentioned above was that crudes were were either
> asphaltics, or naphthene-based, and paraffins. Though this is useful for
> the most part as a crude description of crude, it is not alltogther true.
> More on that in a bit.
> First, naphthene-based crude oil. It is a crude charaterized by a low API
> gravity (meaning it's a heavy oil) and a low yield of lubricating oils
> having a low pour-point and a low viscosity index (compared to paraffin-
> based crude oils). It is often called asphaltic or asphalt=based oil
> because the residue from its distillation contains asphaltic materials but
> little or no paraffin wax. Naphthene hydrocarbons can be expressed with
> the general formula, CnH2n (ethylene or ethene, C2H4, etc)
> Paraffin-based crude oils are characterized by a high API gravity, a high
> yeld of low octane gasoline, and a high yield of lubricating oil with a
> high pour-point and high viscosity index. Likewise, a paraffin based
> crude
> contains little or no asphalt and whose residue from distillation contains
> paraffin wax. Paraffin hydrocarbons are saturated with the formula CnH2n
> +
> 2 (methane, CH4, ethane, C2H6, etc). heavier paraffin hydrcarbons, those
> of C18H38 and heavier, form the waxlike substance called paraffin.
> Now in chemical terms, crude oils from which petroleum products are
> produced are incredibly complex, composed of several thousand
> constituents.
> However, the majority of hydrocarbon constituents can be grouped into five
> basic categories: paraffins, isopraffins, aromatics, napthenes and
> asphaltics. Following is an example of each:
> Paraffins. An example of paraffins is hexane (C6H12) with a boiling point
> of 69 degrees C.
> Isoparaffins. An example of isopraffins is 2,2,4 trimethypentane (C8H18)
> with a boiling point of 99 degrees C.
> Napthenes. An example of napthenes is cyclohexane, a single-bonded ring
> of
> six carbons (C6H12) with a boiling point of 80 degrees C. Another is
> decalin, two six sides single-bond carbon rings (C10H18) with a boiling
> point of 187 degrees C.
> Aromatics. An example of aromatics is benzene, a six-carbon, alternating
> single- and double-bonded carbon ring (C6H6). This is the "benzene ring"
> of which thousands of complex aromatics have within their structure.
> Benzene has a boiling point of 80 degrees C. Benzene is one of the first
> hydrocarbons strongly associated with cancer and thusly a carcinogen. It
> is
> also a suspected mutagen (causing mutation) and teratogen (kills the fetus
> are very low levels). Another is xylene, an alternating single- and
> double-
> bonded carbon ring with two side chains of carbon, (C8H10) with a boiling
> point of 144 degrees C. Xylene is a strongly suspected carcinogen, mutagen
> and teratogen.
> Asphaltics. An example of an asphaltics is carbazole, two alternating
> single- and double-bonded carbon rings (benzene rings) joined on eith side
> to a five-sided sible-bonded carbon ring with one carbon replaced by a
> single-boned nitrogen (C12H9N)
>
> Okay, enough of that for now...my better half wants to go to bed. More
> tomorrow morning.
>
>[color=green]
>> --Just watched "The Corporation" and highly recommend it. Downoad it
>> as it's widely available.--[/color]
>
> Your wish is my command. I'll do that. Sounds good right off. I'll
> describe some enforcement actions we did on my watch sometime, it's
> amazing
> what corporations do in the name of the all-mighty buck.[/color]
"1 of the Masses" <whazzis@tangled.net> wrote in message
news:nrISe.1885$nq.507@lakeread05...[color=blue]
>
> Tom
>
> Well, about Kyoto............ >[/color]
Thanks 1 for the very informative posts on this diesel thread. One question
that would arise when considering the restriction of small diesel vehicles
on roadways is how is it that German automakers (Mercedes & VW) seem to sell
many diesel cars here in USA? It's just hard to imagine that small 2 litre
turbo diesels would cause much of a problem for the regulatory aspect when I
look around me on these southwest colorado roads and see so many 3/4 and 1
ton pickups that say cummins, power-stroke, or dura-max. Why are the Big 3
allowed to put so many of these mid size diesels on the road? There's got
to be some twist.
Chuck
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