Doping an internal combustion engine with water vapor

[Flytox]

Hello Camel1

I had not seen your whole file and indeed your GVI pleases me. (The rest also for that matter). The fact that your GVI manages to follow the variations in engine load seems logical to me with all the heat exchange surface you have and more inside the pot.
In my case, I tried (unfortunately not simply), not to do different for the pleasure of doing different but not to put anything in the exhaust duct that cannot disturb the flow of gases (different pressure drop + disturbed acoustic phenomena). My experience is that almost every time you touch the exhaust you gain noise or vibrations, it consumes more and it makes you lose power. ( no interest). Casually this is a rather well studied and optimized thing overall.

If the inside of the pot remains original, we can compare the original consoles and those with a GVI 'all other things being equal'.
All that does not tell me if my thing will run short!
Good mechanical.
Chao

[PITMIX]

Hello
Yes anyway it is clear that you have studied the thing so I think it is useless to try to convince you with something else.
But it is normal for us to warn you. You are going to go to great lengths with your system for a result that is not guaranteed.
It would be a shame if after this experience you give up because of the bowl.
For the small pump I did not measure the pressure before the needle and I do not know what its lifespan is.
According to "mmm" whoever had the idea for my system, the Renault windshield washer pump holds up very well.
Mine has at least 5000km on the R5.
There is a modeling pump which allows to have a higher pressure at Conrad. Michelm used it to feed a car injector with water.
model pump

[Flytox]

Bonjour à tous

News from my R19 diesel:
The engine is reassembled, timing belt changed, starter repaired, piping, GVI etc ... finished, battery changed.
The engine restarted after 1 year of shutdown.

All that's left is to finalize the measurement of water and diesel flow rates with my float flow meters and finish part of the electrical circuit.

It is also necessary to reassure myself and pass the technical control.

Soon a few days off and I can start testing the bougresse.

https://www.econologie.com/fichiers/partager/DSCN3133.JPG

The jungle of pipes from my engine ..... and in addition it lacks the largest, the intake hose which is trapped in this mess.
This kind of apocalyzing vision must speak to some of you who have not chosen the most airy engines.

Econologiquement yours.

[PITMIX]

Right now I have two buddies working on reassembling the breech of my father's 406TD. It is the horror.
In addition there are rigid plastic pipes for the turbo air supply I suppose. These are really the puppies to go up.

[Snickers]

About 100 km with water (steam) passing through the cylinders… and around 10 liters of rainwater per 1000 km!
This is my (un) voluntary performance following a breech that has become porous on my Xantia 2.1 TD. I had not changed the cylinder head following the asking price for replacement…
I compensated the water which passed in the cylinders by a leveling every 300 to 400 km of the cooling jar, approximately 2 or 3 liters each time. I sometimes traveled with 15 to 20 liters of water in the trunk ... In winter, I cut with a little alcohol to limit the risk of frost!
My engine had to swallow about 1000 liters of rain water ... !

I imagine that it passed in the form of vapor in the cylinders taking into account the combustion temperatures!
The balance sheet…
I have never seen anything more or less about consumption, as she smoked more and more blue in slow motion and black at acceleration after a year… I added a little smoke stop in the oil (super effective to my surprise). I drove like this for 3 years… rather costly as an engine!
But, he ended up refusing to start (when the wind had come) a certain month of November…!
During the autopsy, all the shirts were well stitched and the compressions were no longer sufficient ... I had to resolve to change the engine.
The story is already old and I had related the fact on planet-citroen…

[Other]

Hello
You should have disassembled your breech you would have seen certain things
it happens sometimes on Jetta, a head gasket that oozes
it sends water into a cylinder not (all)
you can continue to drive with the plug loose so as not to pressurize the system, but after 5000 or 10000 km it always consumes more water and it smokes white at startup.
when you open the engine we see that the traces of water pecked the piston and the cylinder head.
when you walk with a panton and steam in each cylinder, when you open the engine after there are not these traces that the drops of liquid water make on the pistons
the engine is clean, the tubing too.
send steam is different from water in big drops

Andre

[Snickers]

The problems appeared after about 20000 km ...
I only took three times ...
At first, I believed in a cylinder head gasket! Normal ... so, I changed the seal ...
After 40000Km, the clutch released and so I took the opportunity to see the condition ... just a little oxidation in the liners and pistons but not obvious ... the most attacked was the valves!
The last stroke after 100 km. It was really puffed for the valves and stitched for the shirts ...
http://www.planete-citroen.com/forum/sh ... hp?t=16831
I had taken pictures of the interior ... not at all.

[Other]

Hello
You have to watch it creaks between the two valves, well, it is running but it does not flow at this level there is only aluminum
sometimes it cracks near the steel chambers the leak is only made with the engine hot,
it is gall to weld this aluminum to the TIG one would say that there is always sd ela porosity in the metal, that makes black point which always arise and the breech works enough that it is necessary to rectify it.
For a diesel this is not yet well developed the way to sink aluminum cylinder heads, very rare the one that is dismantled which have no cracks (that's why on the market case it is hard to find good ones) sometimes I wonder if he does not put them with slots when they are new..this looks like a molding shrinkage, not to mention that the nets for the heating candles the wall could be thicker ..

Andre

[Snickers]

This is about what I saw ...
Water must migrate into these micro-cracks and vaporize when the engine is hot.
- No water "visible" in the cylinders during the various openings (unblocking)!
- 3 cylinders affected out of 4
- the unaffected cylinder was like new (we still saw the rectification series after 260 KM!)
- a slight white smoke on cold start ... but nothing alarming

The corrosion was not rusty in color but looked more like a kind of black scale ...
Steel parts only seem affected (valves and liners)

My big fear regarding the injection of water is that an engine contains steel ...
The mixed, steel + water vapor + temperature seems to cause this form of corrosion.
The question should be asked of a material specialist ...
What is the action of water vapor on high temperature steel?
This long-term corrosion (after 30000 to 50000 KM) is likely to cause premature wear of the engine.
The quantities of water injected are however perhaps lower than me ... 1l per 100 km on average! This may correspond on average to around 0,3-0,5l / hour.

Do you have similar experiences of water injection in the proportions that I quote on 100 KMs?
It seems to me a pity to destroy an engine in 100000 km for a hypothetical improvement in consumption.
I recall that the fact that my engine swallows water had absolutely nothing changed on my consumption.

[Snickers]

I found this on corrosion ...

http://www.cefracor.org/doc/cours-04.pdf

On page 69, we explain the pitting corrosion mechanism…
It seems that the phenomenon does not appear immediately (page 71): "The study of pitting corrosion can also be approached by measuring the incubation time, ie the time required for the formation of a detectable pitting. This time is generally directly related to the thickness of the passive film. "

What would explain that we see nothing after 10000 to 30000 km is the time (km) it would take for the passivation layer (protective) to be destroyed!