Fuel and Engines

A gallon of gas averaged around .20 cents per gallon in 1956. Adjusted for inflation that would equate to around $2.15 today.

Why don't you just read the lesson instead of resorting to the internet?

XD!

But the answer is petrolium.

Railways could transport goods for a cheaper price and in a quicker time.

More jobs because the cycle of prosperity.

People could go on day trips to other places in the country instead of spending the whole day travelling there.

Health improved because of better food supply.

Hope this helped x

In 1968, the US national average price of a gallon of regular gasoline was 34 cents - equivalent to about $2.13 per gallon in 2010.

It is recommended that you use a blower at least 4 minutes before you ever start the engine, and especially after fueling. How long should the blower run after fueling? After fueling, be sure to run your blower for at least four to five minutes and make sure you cannot smell gas before starting your eninge

It'll probably be OK. As long as there's enough diesel to properly lubricate the injection pump then no problems.

The year when the average cost of a barrel of crude oil was $38.00 was 2004. That year, the average price per barrel was $37.66. The average cost for a gallon of regular gasoline in 2004 was: $1.88 per gallon.

A diesel engine is an internal combustion engine which uses the heat of compression to ignite the fuel/air mixture in the third stroke of the 4-stroke cycle, while the petrol engine is an internal combustion engine which uses an electrically-generated spark system to do the ignition.

Diesel engines have a higher efficiency compared to petrol engines. In simple terms this means diesel engines can give 50% or more miles per gallon than petrol engines.

There is no difference. Petrol is just another name for gasoline. MPFI just means Multi-Point Fuel Injection. A petrol (gasoline) engine can be MPFI or it can have a carburetor. It can have many different ways to get gasoline (petrol) to the cylinders.

About 39 per cent. The Gibbs free energy for gasoline (petrol) is about 45.7 MJ/Kg, and the amount of mechanical energy obtained is about 17.6 MJ/Kg. The figures will vary a bit from one engine to another, and from one grade of fuel to another.

(from Wikipedia)

Depends on the fuel. Type of engine is not important.

For gasoline, a 16:1 ratio would be ideal, for alcohol (Ethanol) 8:1 is considered ideal.

A good estimate for any fuel is to split the difference between Lower Explosive Limit (won't burn; too lean) and Upper Explosive Limit (won't burn, too rich). For example, Propane has a LEL of 24,000 ppm, and HEL of 96,000 ppm, so split the difference and 60,000 ppm should burn pretty well.

60,000 ppm should be about 6% or 17:1.

Diesel engines come in all sizes. Some smaller and some quite larger than gasoline engines. A diesel engine makes no more H.P. than a gasoline engine but makes lots more torque and it's H.P. at low RPMs. Diesels typically have a compression ratio of around from 16 to 1 to as high as 23 to 1. Most gasoline engine will have around a 9 to 1 ratio. The higher compression ratio of a diesel allows it to make much more torque at lower RPMs. Torque is pulling power which is what a truck needs.

Of an individual diesel engine and an individual steam engine of the same energy output the diesel engine would be less polluting. It is far more efficient.

However, there are far more diesel engines than steam engines in the world today so overall diesel engines pollute more than steam engines.

Having untangling that tangled grammar...

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I assume you understand the basics of both types of engine, despite not using the term "reciprocating".

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The steam-turbine is usually designed to expand the steam through its full pressure / volume / temperature range, so from high inlet pressure to a partial vacuum in the condenser, which reverts the exhaust stem to water for feeding back to the boiler.

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The turbine's steam flow is from inlet to exhaust through steady stages, so each part of the turbine is at a constant temperature; hence low thermodynamic losses. The rotor and inter-stage stator blades are designed to give as smooth a flow as possible while extracting the maximum turning-moment in each stage. The reciprocating engine (unless of uniflow type) uses the same passages between valve and cylinder for both live (inlet) and exhaust steam, hence creates alternating steam flows with a certain amount of wasteful heat-cycling.

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The turbine is entirely rotative, so develops equivalent power from much less moving mass, avoiding inertia and vibration problems. The back-pressure created on the exhaust stroke in a reciprocating engine is minimised but some is still necessary for mechanical cushioning against the high inertia of heavy piston, piston-rod, crosshead and connecting-rod as the stroke reverses. (Although their travel is a harmonic oscillation, which lessens the inertia to some extent naturally.) However it also loses power in compressing a small amount of used steam as the valve closes to exhaust and starts to open to inlet.

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To sum up, the inertial and internal-frictional mechanical losses, and the thermodynamic losses, in a turbine are far less than in a reciprocating engine of equivalent power.

Diesel engines run much higher compression than petrol engines. The higher compression makes the air in the cylinder so hot that the fuel self ignites. A petrol engine doesn't get warm enough for self ignition, so you have to add a spark from the spark plug to ignite the fuel.

No.

Diesel and petrol, while both petrochemicals, act quite differently. Petrol is ignited by a spark, and at a relatively low pressure. Diesel 'self ignites' when placed under sufficient pressure, therefore diesel engines do not use spark plugs, and require higher operating pressures to work.

To allow for the different pressures, there are large differences between the designs of petrol and diesel engines, carburettors/fuel injectors and valve systems.

The only way to convert a petrol car to a diesel (or vice versa) is a complete engine swap.

In the two stroke petrol engine as you know suction,compression,ignition,expansion and exhaust is completed in only two stroke and one revolution of crank wheel

more over diesel ignites at very high pressure which is not the same in case of petrol........if petrol is also ignited under pressure it explodes producing a big thumping sound.called KNOCKINGthis may reduce the power output and also lead to breakdown of the engine.

For the above reason two stroke engine cannot compress air and ignite the fuel like diesel engine.

Gasoline

The mineral graphite has been known since ancient times, but its discovery is not attributed to any single individual. It was used by humans for writing and marking surfaces as early as the Neolithic period.

It's quite simple, really. A piston engine utilizes the linear motion of cylinders/pistons to combust the gasoline that drives the vehicle or appliance. A jet engine, however, uses a fluid (air) intake to assist in the compression of fuel. It comprises of many turbines and compression components that synchronize to force the expended fuel out the nozzle of the engine. This action creates direct thrust as opposed to the electrical energy produced in a piston engine.

Graphite is not magnetic as it is made out of carbon. E.g; Pencil lead is mostly made out of graphite, it is NOT magnetic.

I assume by gasoline that's the same as unleaded/petrol.... Well basically you will not do any serious damage to the engine itself, the car will stop working, quite possibly have some black smoke coming out the exhaust as the diesel works it way through, you will not be able to use the car until the entire fuel system has been drained out, so its a costly and frustrating mistake to make.

The volatility of a petrol fuel system refers to how easily the fuel evaporates when exposed to air or heat. A highly volatile fuel system may lead to increased vapor emissions, reduced fuel efficiency, and potential safety hazards. Proper maintenance and use of fuel stabilizers can help regulate volatility in petrol fuel systems.

It would definitely not be possible to convert a gas engine into a diesel engine because the cylinder block and head would not be strong enough. A diesel engine needs a much higher compression ratio than a gas engine, which means the gas engine's cylinder block and cylinder head would probably explode under the higher pressure.

You would have to change so many things:

* the crankshaft, to get a longer piston stroke, because the compression ratio for gas is much lower than for diesel;

* the connecting rods and pistons * the cylinder head and camshaft to get the right valves and holes for diesel fuel injectors instead of spark plugs

* the fuel injectors and fuel pump - and maybe the tank too, to get the right vents and filler cap for diesel instead of gas * the exhaust system to get the right catalytic converter for diesel * the gears in the gearbox to get the right gear ratios to suit a diesel engine * diesel does not use any spark plugs so you would have be sure to use a safe method to disable the high voltage ignition system (which supplies sparks for gas ignition) and replace it by the right kind of electronic engine management unit to control the diesel fuel injectors * etc. In short, it would not make sense to try to do it from a cost point of view. You could perhaps buy a reconditioned diesel engine made to go in the same model of car, but, unless you could fit it yourself along with all the other bits and pieces, it would be far cheaper just to buy a secondhand diesel model of your vehicle and sell your present gas model.