kistinie wrote:Recent aircraft engines have nothing to do with old engines. For example they use vortex filters, and EM fuel treatment.
Especially the most recent engines are more optimized on all the partial yields of air intake, compressor, rectifiers, hot and free turbines, distributors, combustion chamber, injectors, refractory materials, computers, various accessories etc ... In the end, recent engines are more efficient in terms of consumption and pollution. All of this made possible by the ever-increasing computing power, more and more efficient software, allowing increasingly fine simulations and therefore more suitable / efficient resizing.
As far as I know, there is nothing special on recent engines for the "treatment" of fuel which is filtered, pressurized, preheated, metered, measured etc ... in the most classic / normal / optimized way as on the engines of the previous generation.
Vortex filters, yes so what?
And again, if it didn't work, I couldn't have gotten significant reductions on my vehicles. My Golf6 TDI2.0, just with a magnetic treatment was at 5,1L / 100 at 130 and 4,2 at 80Km / h. Or less than the manufacturer's data in the homologation form.
Chai not if your drop in consumption comes from "magnetic processing" but what I know is that after years of consumption measurements on my R19 Gillier Pantonisée I made a summary of the consumption measurements and calculated the margin error .... which was much bigger than expected .... within 10%
Since then, I am wary of my measurements and regularly do retests to verify that all the parameters were well controlled.
You can easily do a double blind retest. You start without knowing if a third person has removed or left the magnets in place. You repeat the measurement X times on the same journey, same number of km, same driver, same tire pressure, same speed load, same traffic, same weather / season condition, even full tank, etc. ... and you compare the results.
As for the modulation of steam production, with my misters, there is none. The regulation is just that of the large displacement and the high torque at low speed which makes it possible to circulate at low speed, at low load, to shift the speeds to 1500Tr / mn.
The production of mist is "constant" while the engine parameters vary significantly during operation (air flow, fuel flow, pressure, temperature, engine speed, PME, etc.). When does the mist produced improve / deteriorate performance and how is it quantified?