Complete combustion in gasoline engines is more unlikely to form (photochemical) smog.

Two and four cycle gasoline engines are critical to our economy, the majority powering our transportation requirements and other necessary machines day in and day out. Their work is based upon their efficiency, i.e., power and rpm. The word efficiency (ratio of the output to the input of a device) reveals much of what we need to know about them.

Gasoline engines, whether two cycle, or four, have four attributes that directly relate to efficiency. They are conclusive of this ratio: mechanical, cycle, volumetric and thermal. Actually, a gasoline engine is considered a poor performer - inefficient.

Gasoline and diesel engines chief difference is the fuel they burn. Gasoline and diesel fuels main difference is the combustion factor at which ignition begins. Unlike diesel, gasoline does not generate sufficient heat to ignite when compressed. A spark plug must be used to begin ignition. When ignited, a substance rich in hydrocarbons is created.

To reduce this hydrocarbon rich waste, many systems and devices have been introduced, all of which sap engine efficiency which wastes precious fuel. One method stands out as a realistic alternative; adding hydrogen gas into the combustion chamber prior to ignition. See Diesel Engines also.

Since hydrocarbon molecules are completely (see cylinder illustration above) surrounded by thousands of burning molecules, they in turn are ignited. This actually raises the combustion temperature within the cylinder.

Okay, now let’s look at the engine’s efficiency cycle. Simply, it is equal to the output divided by the input. But, since the temperature of the burning hydrogen is higher, greater efficiency is achieved.

While it’s true that our example does not have a high compression ratio, it can maintain higher combustion temperatures thus achieving greater operating efficiencies. This dove tails into thermal efficiencies which corresponds to brake horsepower. Brake HP is what we look for on the sticker.

Please refer to the BTU chart. Notice that gasoline produces higher BTU’s than hydrogen, but the flash rate of Hydrogen is much faster thus permitting efficient combustion. See the CAMPFIRE EXAMPLE - using kindling.

Even though the engines cubic inch displacement remains fixed, the volume of supercharged inflow coupled with multi-spark ignition, and exotic fuels, producers elevated brake horsepower. Some racing engines routinely turn up to 10,000 RPM's - up where they actually scream.

The volume of the fuel/air moving through such an engine turning at elevated RPM's is in essence, equivalent to one with larger displacement. Without physically changing the displacement, blowers and high RPM's in effect increases displacement.

The point is brake HP can be manipulated. Clearly, hydrogen can do that. It's a great boost fuel for the family car or that hopped up lawnmower.

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Gasoline engines are more flexible than most realize

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