Run E85 without conversion on O2 regulated ICE.
All what is to do: send the ECU a simulated (dirty) O2 signal.
The ethanol burns clean, so the O2 sensor does not pick up a signal (voltage) from unburned fuel and CO2.
Therefore the ECU “thinks” the O2 sensor is malfunctioning, triggers a false malfunction engine light, and sends the engine into an emergency mode.
Instead of flooding the engine with alcohol via an E85 conversion kit or factory pre-programmed default parameters (flex-fuel engines), simulate an alternating rich-to-lean O2 signal to the ECU.
For example, 1 second rich, 2 seconds lean. The lean signal, for example 0 volts, will prolong the opening time of the injectors. The rich signal, for example 0.9 volts, will reduce the opening time of the injectors.
There will be reduced power. At idle, the engine might run rough.
However, if power is needed, just extend the lean signal.
The ratio between rich and lean can be experimented with and adjusted in real time. In best practice, the exhaust should contain zero unburned fuel, also referred to as hydrocarbon.
Expect 10–15% higher volume in consumption when using E85, even without an E85 conversion kit.
When calculating the kWh consumption of E85 fuel versus 95 fuel, the energy balance is 25–35% less with E85 fuel. A fascinating fact in regard to ICE efficiency theory.
E85–E100 can be produced very locally, DIY style, in the backyard or balcony, with inexpensive systems and techniques, with only few cubic meters of space. Biowaste is easy and available, such as grass, wood, leafs etc.
No matter the atmospheric condition, producing ethanol is not dependent on exterior variables. As long as there is bio material, ethanol is produced.
Further, standard older ICE are easy to maintain, durable, operate with no end if taken care of. EVs are prone for total control and a threat for liberty given the dependancy on computer and software.
Biomass used: when grass or alike is used, its less then a month time.
Based on an E85 fuel consumption of 5.5 L/100 km, and an E85 litre price of 0.75 EUR, any kWh price higher then 0.275 EUR per kWh to charge an EV, with a consumption of 15 kWh/100 km, is a win for the E85 user.
5.5 L/100 km × 0.75 = 4.125 EUR ■ 15 kWh/100 km × 0.275 = 4.125 EUR.
Further, take into account, the fill time of a 35 litre E85 tank is less then 2 minutes.
1 litre of E85 kWh for 0.75 EUR and an energy content of 5.89 kWh/L, ghid equals to 0.127 EUR per 1 kWh. While sounding far fetched, charging an EV via a generator running on E85, and heating warm water, might be not so far fetched. Basicly all of the energy would be used. Ideal, one would use E100 for such energy transfers.
E85, ethanol is superior over any secondary battery to today with over 5 kWh per litre.
| Battery type | Energy density | Class |
|---|---|---|
| Lead acid | 123 Wh/kg | Secondary |
| Lithium ion | 250 Wh/kg | Secondary |
| Zinc–oxygen | 1084 Wh/kg | Fuel cell · primary |
| Sodium–oxygen | 1605 Wh/kg | Fuel cell · primary |
| Magnesium–oxygen | 6800 Wh/kg | Fuel cell · primary |
| Aluminum–oxygen | 8100 Wh/kg | Fuel cell · primary |
| Lithium–sulfur | 2600 Wh/kg | Secondary |
| Lithium–air | 11,140 Wh/kg | Fuel cell · primary |
| Gasoline | 12,700 Wh/kg | Combustion fuel |
Note, any oxygen (air) cathode battery is a fuel cell, primary battery, which consumes the anode, and is not rechargable with a standart charging procedure. The anode has to be physically replaced.
■ Article created by Jutzi Philipp
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