Simplistic test: Ionize the intake air of an engine
published: 20/06/06, 21:56
Hello everybody,
I start this is my first post.
Since I don't know how to weld a sheet without making holes in it, that you are talking about electrification, charge transfer, that I am lazy, and many other things, I looked for something else that is technically more my reach.
I stole my wife's Picasso essence 1.8 and tweaked it (sweet understatement) on it.
Here's what I did.
Rather than trying to produce friction loads in a reactor, I bought an electronic air ionization kit on the net that I mounted in the engine compartment.
I stripped of the rigid electric wire which I placed in a ring in the intake manifold as close as possible to the gas butterfly. The wire, I folded it to make five peaks distributed around the circumference of the ring. These peaks having the function of diffusing the electric charges (phenomenon known as of Corona?) And are directed towards the center. Their height is about 1.5cm according to a pifometric estimate. I fixed the wire so that this glutton of engine does not swallow it and connected it to the ionizer. I haven't even set the ionizer potentiometer. I just measured a consumption of 45 mA under 14 volts of the battery.
I went full throttle to try.
First test: the Picasso will not pass the 200, any more than it will only drink 2 liters per hundred km.
My test protocol was most rudimentary: comparison of instantaneous speed and consumption after a long and steep hill, the ionizer plugged in and unplugged.
The speed of passage was the same, the consumption also read. Bof!
Second test: At the bottom of another hill, I pass the fourth at 37 km / h, the air conditioning connected and I accelerate. The Woodpecker does not ratatouille and revives very suitably. I had also noticed easier starts and relaunches at low engine speed.
I return the car to my dear and tender and ask him to try it without giving him my conclusions.
Her opinion: it confirms the gain of torque at low speed, and can be the feeling of power loss at high speed. But it is only a sensation, nothing measured either.
Preliminary conclusion: The injection of negative ions into the engine seems to favor combustion at low revs. May also be at high speed, but my montage may not deliver the sufficient amount of negative ions, or is not tuned, or the diffusion system is too rudimentary or something else. With an equal lifetime of the ions in the intake manifold, the speed of the gases at high speed being higher, it should remain more at high speed. There would be more remaining in the intake chamber and the effect would be more noticeable if it were effective.
Here is an easy little experiment which I deliver to your sagacity, knowing that for my part I disconnected the DIY wired in flying wires for lack of time. When I have a little time, I will certainly reconnect all of this and do more serious tests than just driving sensations. For now, I just wanted to validate this idea.
A +
I start this is my first post.
Since I don't know how to weld a sheet without making holes in it, that you are talking about electrification, charge transfer, that I am lazy, and many other things, I looked for something else that is technically more my reach.
I stole my wife's Picasso essence 1.8 and tweaked it (sweet understatement) on it.
Here's what I did.
Rather than trying to produce friction loads in a reactor, I bought an electronic air ionization kit on the net that I mounted in the engine compartment.
I stripped of the rigid electric wire which I placed in a ring in the intake manifold as close as possible to the gas butterfly. The wire, I folded it to make five peaks distributed around the circumference of the ring. These peaks having the function of diffusing the electric charges (phenomenon known as of Corona?) And are directed towards the center. Their height is about 1.5cm according to a pifometric estimate. I fixed the wire so that this glutton of engine does not swallow it and connected it to the ionizer. I haven't even set the ionizer potentiometer. I just measured a consumption of 45 mA under 14 volts of the battery.
I went full throttle to try.
First test: the Picasso will not pass the 200, any more than it will only drink 2 liters per hundred km.
My test protocol was most rudimentary: comparison of instantaneous speed and consumption after a long and steep hill, the ionizer plugged in and unplugged.
The speed of passage was the same, the consumption also read. Bof!
Second test: At the bottom of another hill, I pass the fourth at 37 km / h, the air conditioning connected and I accelerate. The Woodpecker does not ratatouille and revives very suitably. I had also noticed easier starts and relaunches at low engine speed.
I return the car to my dear and tender and ask him to try it without giving him my conclusions.
Her opinion: it confirms the gain of torque at low speed, and can be the feeling of power loss at high speed. But it is only a sensation, nothing measured either.
Preliminary conclusion: The injection of negative ions into the engine seems to favor combustion at low revs. May also be at high speed, but my montage may not deliver the sufficient amount of negative ions, or is not tuned, or the diffusion system is too rudimentary or something else. With an equal lifetime of the ions in the intake manifold, the speed of the gases at high speed being higher, it should remain more at high speed. There would be more remaining in the intake chamber and the effect would be more noticeable if it were effective.
Here is an easy little experiment which I deliver to your sagacity, knowing that for my part I disconnected the DIY wired in flying wires for lack of time. When I have a little time, I will certainly reconnect all of this and do more serious tests than just driving sensations. For now, I just wanted to validate this idea.
A +
), which describe your failures and successes. The hours spent finding solutions, sharing your thoughts and your findings! I am happy to still find humanity in this world and on the Internet!
Good day to you all !
, finally, welcome to the club.