Features
•
Gerard Morin's Free and Natural Energy Technology
• TWIFE™ Featuring Sharσn Wyeth and Patrick Flanagan
• John Hutchison's Work with Radiation Remediation
• TWIFE™ Featuring Larry Sadler
• Syair's Replication of No Back EMF Generator
• SHT Choice: Open Source or Gag Order from US Military?
• TWIFE™ Featuring Syed Karim, CEO of Outernet.si



 "Free Energy" 

News XML
- PESN Specials
- About
- Pure Energy Blog
- Daily FE News
- Features
- Free Energy Now
- This Week in FE
- Newsletter
- How you can help
- Submit  
- Subscribe

 

Directory
Energy Topics

• Alt Fuels
• Anti-Gravity
• Batteries
• Betavoltaic
• Biofuels
 - BioDiesel
 - BioElectricity
 - Biomass
• Body Electric
• Brown's Gas
• Cold Fusion
• Conservation
• Electrolysis
• Electromagnetic OU
• Fuel Cells
• Fuel Efficiency
 - Electric Vehicles
 - Engines
 - Hydroxy
• Fusion
• Geothermal
• Gravity Motors
• Human Powered
• Hydro
• Hydrogen
• Joe Cells
• Lighting
• Magnet Motors
• Nanotechnology
• Nuclear
• Nucl. Remediation
• Oil
• Piezoelectric
• Plasma
• River
• Salt Water Mix
• Solar
• Solid State Gen.
• Tesla Turbines
• Thermal Electric
• Tidal
• Vortex
• Waste to Energy
• Water
 - Water as Fuel
• Wave
• Wind
• Wireless Electricity
• Zero Point Energy
• MORE . . .

Open Source
• Freddy's Cell
• Bedini SG
• Safe Haven Villages
• MORE . . .

Resources
• Awards
• Conservation
• Conspiracy
• Directories
• Investment
• Kudos
• Legal
• Organizations
• Plastic and Energy
• Recycling
• Suppression
• Tools
• Trends
• MORE . . .

Mingling
• OverUnity Forum
• Employment
• Events
• Humor
• Magazines
• Movies
• Newsletters
• Discuss. Groups

Shopping
• Store
• Buyer Beware
- - - - - - - - - -
- Donate
- Contact

 

 

 


http://pesn.com/2005/04/14/6900082_Asetone_and_Alcohol/
You are here:
PureEnergySystems.com > News > April 14, 2005

Increased Power Test for Acetone in Acura Comes up Negative

Added acetone in increasing concentrations to regular non-alcohol fuel in Acura Integra 1992.  Power of acceleration dropped slightly with acetone at all concentrations tried, compared to control.

Note: Acetone brand used is not "100% pure". (Contains 2% water and other chemicals in smaller quantities, according to Bondo corp.)

by Sterling D. Allan
Pure Energy Systems News

FOUNTAIN GREEN, UTAH, USA

Introduction

As various people have been trying out small concentrations of acetone in their fuel, many have noted subjectively that they thought their car had more power than before.  Wishing to document and quantify this, I set out on an experiment to see what acetone does to the power in my Acura Integra 1992.  Some were reporting as well that the improvements with acetone seem to be dampened in fuel that has alcohol in it.

My objective was to test the time it took to accelerate through a fixed distance with the throttle at a fixed point under three conditions: (1) regular fuel with alcohol in it, (2) regular fuel without alcohol, (3) non-alcohol fuel with various concentrations of acetone added.

To run these tests, I drove south to Fountain Green, outside of Utah County, because I was told they are not required by law down there to add alcohol to their fuel.  I would run my test there on a stretch of inclined road just north of Fountain Green, which is fairly free of traffic; and join my parents for lunch while in their neck of the woods.


Stretch of highway (~6500 ft. elevation) where I ran the acceleration tests.  North of Fountain Green, heading toward Mt. Nebo.

I later discovered that the fuel that I assumed had alcohol in it did not, as it is no longer considered "winter", and the two gas stations prior to the experiment have not even had alcohol in their fuel all winter.  So the differences I noted were actually a function of a difference between Walker fuel and Sinclair fuel (the latter performing better).

What I found was that the power increased by a significant amount when going from Walkers to Sinclair regular fuel.  But when I added acetone in various concentrations to the Sinclair fuel, beginning with 1/4 oz added to 5 gallons, the power was not as good.  There was a clear statistically significant difference from the Sinclair fuel, and marginally statistically significant difference from the Walker fuel.

I only added 5 gallons, because I intended to do a mileage test later in the day, and wanted to be able to dilute down to the optimum that I expected to find in the power testing.  I did not do the mileage testing because the testing took longer than expected and I had to get back home, nor did it seem to be indicated by the results I obtained from the power testing.


Experiment Details

Materials

Car: Acura Integra, 1992, with 190,000 miles on it; in good shape.

Fuel:
- Walkers gas; 1730 W. 400 S., Springville, UT
- Sinclair gas; Beck Auto, 83 S. State, Fountain Green, UT

Acetone: by Bondo Corp (www.bondo.com) from Checker auto parts store. 32 Oz bottle. ($5.79)  MSDS Sheet available on their website.
Note: Acetone brand used is not "100% pure".
(Contains 2% water and other chemicals in smaller quantities, according to Bondo corp.)

Syringe: I measured out the acetone using "The MixMizer" fuel syringe I picked up from the Automotive section at Wal-Mart.

Long-Neck Funnel: From auto parts store, designed for fuel tanks.

Thermometer: attached to hinge of driver's door to read outside temperature.

* * * *

Procedure

Clearing the Fuel

In preparation for the experiment, because I had previously ran an acetone experiment in the fuel, I wanted to dilute out what was there the best I could.  To do this, I ran the tank to near empty three times, added a small amount of fuel (~1.5 gallons) in-between.  I had intended on actually running the tank dry, having a refill in my trunk, but was recommended against that because I was told the crud that floats on top of the fuel gets into the fuel filters when you run a car out of gas.

It was in this state -- near empty, but not completely -- that I ran the first acceleration test.  After that, I added 5.004 gallons of Sinclair regular fuel.  After all the tests were done, I added 10.891 gallons to the 13.2-gallon capacity tank, showing that there was only 2.31 gallons of fuel left in the tank by the end of the experiment.  This means I used approximately 2.7 gallons in the course of the experiment.  This will need to be factored in the acetone concentration calculations.

Fixed Acceleration

I taped a hard piece of plastic about 1.5 inches thick underneath the accelerator pedal so as to not stress the engine too much when depressing the gas pedal and holding it there.  The stretch of road was relatively clear of traffic, with speed limit 55 going to 65.  I used the two speed limit signs as markers.  At the start position, I lined up my field of vision such that the sign was just barely in view out of the corner of my windshield.  I counted to five and then started the stop watch and pressed the accelerator all the way down.  The tires were on pavement, so there was essentially no skidding.  After accelerating with the pedal in the same position, I stopped the stop watch nearly a mile away, when the next speed limit sign lined up with the furthest right peak of Mt. Nebo.

I repeated the run five times for each data point in order to generate an average and standard deviation.  As I ran the five tests, I would just pull a U-turn on the highway at the end of each run, avoiding a fast acceleration on the return trip by allowing any oncoming traffic to pass before proceeding.  On each run, the automatic transmission shifted two times.  The first shift usually (not always) happened at around 4,700 rpm (occasionally [5%] 4,300, once 5,100), and the second shift always (when observed), happened at around 5,300 rpm.  (Redline is 6,600+ rpm.)  The speed at the end point was hard to determine as I was watching the sign and mountain when I stopped the watch, then looked down at the speedometer.  There may have been slight give in the pedal from one run to the next, but I tried to keep it depressed with the same amount of force against the plastic beneath.

Measuring the Acetone

After adding a dose of acetone to the tank, to mix it into the fuel, I drove nearly a 2 mile round trip along the old highway that runs nominally parallel to the newer highway, driving slowly, rocking the car back and forth with the steering, and deliberately going through the deep pot holes.

The evaporation rate of the acetone from the fuel is not known, but is probably negligible for these experiments run in such a short time after the addition of the acetone.  Mathematically each infusion of addition is not a mere addition to the amount added in the last instance, because a fraction of the amount previously added has been burned in the interim.  The math is left as an exercise for the ambitious student.  I probably could have done it in my math prime in high school.  This would make a great AP exam question!

* * * *

DATA

Date: April 4, 2005; ~4:30 pm mountain time
Odometer reading at start: (1)190443.1(5).
Outside temperature: ~64ΊF; weather, stable, clear skies. 
Temperature ranged from 70.5ΊF to 67.5ΊF.

Standard deviation calculation:
sd.gif

Set 1
Walker's Regular Fuel (tank near empty)
- 24.31 sec; d=.07
- 24.50 sec; d=.12
- 24.29 sec; d=.09
- 24.48 sec; d=.10
- 24.30 sec; d=.08
average = 24.38 seconds
standard deviation: 0.10
approximate speed: 63 mph
outside temp: not measured

Set 2
Sinclair's Regular Fuel (5 gallons in tank)
- 24.16 sec; d=.02
- 24.20 sec; d=.02
- 24.14 sec; d=.04
- 24.21 sec; d=.03
average = 24.18 seconds
standard deviation: 0.03
approximate speed: 63 mph
outside temp: 65.7ΊF

Set 3
1/4 oz of acetone added
- 24.34 sec; d=.09
- 24.48 sec; d=.05
- 24.42 sec; d=.01
- 24.45 sec; d=.02
- 24.45 sec; d=.02
average = 24.43 seconds
standard deviation: 0.05
approximate speed: 62 mph
outside temp: 66.9ΊF

Set 4
1/4 oz of acetone added
- 24.50 sec; d=.06
- 24.45 sec; d=.01
- 24.42 sec; d=.02
- 24.40 sec; d=.04
- 24.43 sec; d=.01
average = 24.44 seconds
standard deviation: 0.04
approximate speed: 63 mph
outside temp: 67.3ΊF

Set 5
1/4 oz of acetone added
- 24.77 sec; d=.24
- 24.43 sec; d=.10
- 24.55 sec; d=.02
- 24.48 sec; d=.05
- 24.40 sec; d=.13
average = 24.53 seconds
standard deviation: 0.15
approximate speed: 62 mph
outside temp: 67.1ΊF

Set 6
1/2 oz of acetone added
- 24.70 sec; d=.27
- 24.47 sec; d=.04
- 24.30 sec; d=.13
- 24.29 sec; d=.14
- 24.37 sec; d=.06
average = 24.43 seconds
standard deviation: 0.17
approximate speed: 63 mph
outside temp: 67.3ΊF

Set 7
1/2 oz of acetone added
- 24.88 sec; d=.30
- 24.52 sec; d=.06
- 24.48 sec; d=.10
- 24.47 sec; d=.11
- 24.56 sec; d=.02
average = 24.58 seconds
standard deviation: 0.17
approximate speed: 63 mph
outside temp: 64.4ΊF

Set 8
1/2 oz of acetone added
- 24.64 sec; d=.21
- 24.24 sec; d=.19
- 24.06 sec (1st shift at 5,100 rpm; so omit from ave.)
- 24.38 sec; d=.05
- 24.48 sec; d=.05
average = 24.43 seconds
standard deviation: 0.17
approximate speed: 62 mph
outside temp: 63.0ΊF

Set 9
1/2 oz of acetone added
- 24.67 sec; d=.24
- 24.40 sec; d=.03
- 24.34 sec; d=.09
- 24.37 sec; d=.06
- 24.39 sec; d=.04
average = 24.43 seconds
standard deviation: 0.13
approximate speed: 62 mph
outside temp: 60.4ΊF

Set 10
1/2 oz of acetone added
- 24.61 sec; d=.23
- 24.32 sec; d=.06
- 24.30 sec; d=.08
- 24.32 sec; d=.06
- 24.35 sec; d=.03
average = 24.38 seconds
standard deviation: 0.13
approximate speed: 62 mph
outside temp: 57.5ΊF (sun approaching horizon)

End Experiment:
Time: 7:16 pm
Odometer: 190494.0 miles

* * * *

Observations

Notice that in sets 4 - 10, the first of the five runs for each set was significantly slower than the remaining four.  I'm guessing that this is because the engine is colder on the first run, and runs hotter thereafter.  This did not happen in the first two sets without any acetone, nor in the 3rd set with just 1/4 oz acetone per the 5 gallons.  A standard deviation analysis of this point would easily support a statistically significant difference in the first reading, compared to the following four in a run of five in sets 4-10.  This suggests that the acetone-fuel mixture is more efficient at higher temperatures.

* * * *

Conclusions

Averages snapshot with standard deviation

Set 1: Walker's = 24.38 seconds; SD 0.10
Set 2: Sinclair = 24.18 seconds; SD 0.03
Set 3: 1/4 oz acetone = 24.43 seconds; SD 0.05
Set 4: 1/4 oz more acetone = 24.44 seconds; SD 0.04
Set 5: 1/4 oz more acetone = 24.53 seconds; SD 0.15
Set 6: 1/2 oz more acetone = 24.43 seconds; SD 0.17
Set 7: 1/2 oz more acetone = 24.58 seconds; SD 0.17
Set 8: 1/2 oz more acetone = 24.43 seconds; SD 0.17
Set 9: 1/2 oz more acetone = 24.43 seconds; SD 0.13
Set 10: 1/2 oz more acetone = 24.38 seconds; SD 0.13

Average of acetone runs: 24.48 seconds
Average Standard Deviation: 0.11

According to this data, there is a statistically significant difference between the power performance of the Acura with Walkers vs. Sinclair gas.  The car has more power with Sinclair gas. There is not a statistically significant difference between the various acetone runs.  They all fall within the standard deviation of one another.  However, considering the number of runs with acetone, the SD for the net goes small enough that there is a significant difference between the acetone runs and the Sinclair only and the Walker only runs.  The Acura does not have as much power at any of the concentrations of acetone used, as it does with just the Walker gas alone, or the Sinclair gas alone.

* * * *

Discussion

This is a power test, not a mileage test, but I would guess that a mileage test would perform similarly.  When I did do a mileage test with 3.5 oz / 10 gallons, my mileage dropped by 1.1%.  It is ironic that I, as the quasi moderator for this acetone project, would have negative results, while most everyone else is reporting such positive results.

Consideration -- Shifting

Now that I think about it, the Acura's automatic transmission shifting signature is a significant determining factor in the run time.  Most of the time it shifted at the same two places rpm-wise.  I should have been more careful to note this on each run, and discard those runs that fell outside of the normal shift sequence.  I did watch the rpms on about 75% of the runs, and would estimate that it followed the same sequence of rpms-shift about 80% of the time.  A more accurate test would only include those runs in which the automatic transmission shifts were the same.  I would imagine that something that would drastically alter the fuel performance would also alter the shift signature, requiring that the tests all be done within the first gear prior to shifting, in order to eliminate that variable from the experiment.

Consideration -- Acetone Brand

I have not yet contacted the acetone manufacturer to confirm that the acetone I'm using is "100% pure."  This could be the crux as to why I have not had positive results in either this or the last/first experiment I ran.  I've used the same acetone for both experiments.

A Reprimand

I have not yet seen an acetone-additive report published that comes close to the rigor that I put into my testing.  (There are a couple under way by independent parties that have not yet been completed.)  If such reports exist, I've not seen them.  Most of the reports rate about a 2 on a 10-point scale.  They are better than nothing, but they are far from accurate.  I wish more people would put this kind of care into their work.  The only other report, to date, in this acetone project, that I find to have any take-it-to-the-bank solidity at all, is James Jancik's tests he is doing in his semi truck.  Even then, he is not able to match conditions, only approximate.  What gives him credence is the number of miles he is running -- approaching 3000 miles with acetone, documenting just under 7% increase in mileage.  If you have good data, then please share it.  Don't just tell us you've been using the stuff for a year and expect us to admire you.  Give us some hard numbers.  Show us repeat tests, before and after.  It's getting kind of lonely out here in the world of documentation.  We've had enough of the 60-mile, one run while on errands, kind of reports.  Let's see some real data.


Me, in front of Acura Integra '92, starting out on the first Acetone test trip.
March 24, 2005

# # #


Feedback

Click here for PES_Acetone discussion feedback on the above

Your Elevation Could be a Factor

Comment from phone call (paraphrase): "The influence of 6,000 ft. elevation must be taken into consideration.  Ethanol has been proven to be more damaging to engines at higher elevations per same concentration.  Google it."

* * * *

Let's Not Discount "Seat-of-their-pants" scientists

From: "jef4ers" <ramj{at}bright{dot}net>
To: <pes_acetone@yahoogroups.com>
Sent: Friday, April 15, 2005 9:03 AM
Subject: [pes_acetone] Re: Let's see some rigorous data!

Sterling is correct in trying to obtain the most comprehensive results possible from testing. I have several ongoing projects and do not want to provide data unless it is similar to what has been run thru a few rigors.

I am a little concerned that there may be a possibility that the Bondo Acetone may not even be true Acetone. As with fuel, occasionally a run will produce an excess of a particular product and the manufacturer will go ahead and label it as several different things. That run of bondo may be some other 'thinner' or solvent. Just a possibility?

I am not familiar with the Honda computers or exactly how long it takes for them to 'learn'. We have run some cars with primitive diagnostic systems that required running from Cincinnati to Knoxville before the damn thing would 'set' on hi-way mode. And would hold that excellent economy for quite a few miles when returned to everyday driving. The newer OBDII and higher are excellent and coupled with the 'Scan Guage' or similar can provide real time indications. I can see real time changes even by switching brands of fuel or atmospheric differences with the modern equipment. BUUUUUT>>
Nothing beats the "Hill Test" in the small cars or bikes. After awhile of climbing the hill, you get a feel for it. You can tell real quick if you are on to something.

I feel that I should point out the human element here. Some of these guys reporting here are so "tuned in" that they can immediately tell if the sound of the exhaust note or vibration or other senses relate to a change in their engine or car. Some mechanics can rebuild by picking up nuts and washers 'BY WEIGHT", yes just by picking them up they can tell the light ones from the heavy ones even though the washers are similar in diameter! We should not discount even seat of the pants feel when testing, even though it is not scientific in nature, it is real world. It is extremely difficult to accurately measure improvement in small engines, ATVs, garden equip. etc. without specific test equipment or hourmeters. Still, rudimentary judgments can be obtained. I wish that I could tell you that the 125cc used .2 less gasoline during a recent test, but I can only tell you that every single small engine is performing 'better than new'. Much better. Some have required readjustment of mix and idle screws. A couple of the Honda engines can now run at least 100 RPM lower idle, relatively smoothly.

Please understand that I am not trying to be argumentative, only to suggest looking at all avenues of obtaining if not raw data but then information and personal experiences. Everything has to be taken in to account.

Jeff


Related Stories

See also

Page composed by Sterling D. Allan Apr. 14, 2005
Last updated July 16, 2005

 

Ads

 

 

NOTE: We are presently moderating all comments, to keep out the crass negativity, flaming, and other inappropriate forms of criticism. We welcome constructive criticism tactfully stated. Frequent offenders will be blacklisted.

"It is harder to crack a prejudice than an atom." // "I'd rather be an optimist and a fool than a pessimist and right."
-- Albert Einstein

ADVISORY: With any technology, you take a high risk to invest significant time or money unless (1) independent testing has thoroughly corroborated the technology, (2) the group involved has intellectual rights to the technology, and (3) the group has the ability to make a success of the endeavor.
Schopenhauer
All truth passes through three stages:
   First, it is ridiculed;
   Second, it is violently opposed; and
   Third, it is accepted as self-evident.

-- Arthur Schopenhauer (1788-1860)

    "When you're one step ahead
of the crowd you're a genius.
When you're two steps ahead,
you're a crackpot."

-- Rabbi Shlomo Riskin, (Feb. 1998)

Submit • Privacy • About • Contact

PESWiki Departments:
Latest • News •XMLFeed • Directory • Congress • Top 5 • Open Sourcing • PowerPedia

PESN.com
Copyright © 2002-2014, PES Network Inc.