Jet Engine Thrust Test - Fuel Experiment (Jet-A vs Diesel vs BioDiesel vs HydroDiesel)
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- Опубліковано 4 тра 2024
- I test run four different fuels in my RC jet engine to see which one makes the most power. Jet A, Diesel, BioDiesel and HydroDiesel which contains 80% Diesel and 20% water.
I first build a jet dynamometer then I put all four fuels to the test with some intense full-throttle runs, the results are very surprising.
The test I run on each fuel is 2 straight 20-second Dyno pulls, this is much much longer than anybody would hold the throttle in the full power position under any use except for maybe a fighter jet..lol.
Chapter Markers Below:
00:00 Intro
00:27 Building Jet Dyno
02:52 Dyno Done
03:18 Fuels I'm Using
03:50 Ice In Fuel
04:58 Thrust Test JET A
07:56 Thrust Test DIESEL
12:03 Thrust Test BioDiesel
15:41 Thrust test HydroDiesel
18:52 Summary of Results
19:07 Sending to Project Farm
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Watch this in 4k when possible, it looks incredibly awesome !
Carbon 12
www.c12.tv
Produced By: Carbon 12
Directed By: Matt Mikka - Розваги
As an helicopter mechanic for 23 years, I can tell you this test went exactly as I thought it would. Each of the fuels has its own specific gravity, and unless the metering jets are adjusted to compensate for this you'll get weaker power due to incomplete fuel burn. The reason that the hydro diesel did better than the other two is due to physics. The water in the fuel cools the air as it is injected, this increases the aircharge in the combustion section much like nitrous does in a car. Older turbojet engines actually used a water injection on take-off(though it was injected into the compressor section not the combustion section) to increase the performance of the engine. The AV-8B Harrier still uses this today, to boost engine power when in a hover. Jet-A is a very dry fuel, and is anhydrous, and soaks up water like a sponge. This is the reason why a lot of airplanes will put an additive known as colloquially as Prist, though many manufactures make it now, that lowers the freezing point of the water suspended in the fuel to prevent ice build up on the fuel filter screens. So, that pretty much means, hydro-fuel will more than likely not be coming to an airline near you any time soon.
Great explanation.
Wow
Germans used water methanol injection to ad more boost without the fuel igniting from pressure. It allso cooled the pistons. Would be nice to see if it worked on a jet. Alcohol prevents the water from freezing allso tho they propably have tried it in jet engines minding the hydro diesel. In carage it could work coz you don't have to be worried about icing.
@@ark-mark1 If you google it you'll learn that it has been used in jets many times.
the USAF and McDonnell Douglas experimented with F-4 engines with water injection too, during the Israeli-Arab war to counter the Egyptian MIG-25, they decided to not give the result to the Israelis though because it is considered too advanced
The neighbors love him.
If I was his neighbor, I'd be standing there listening to that thing. It was sweet!
I can hear your tests from here lol
Drink drink drink drink
Yes we
neighbors: why are planes constantly flying over our house today??
As an engineer (BSEE) I enjoyed not only the experiment with different fuels, but the science and the mechanics behind constructing that engine. Well done!
what kind of engineer? have you looked into metamaterials and how they can interact with gravity waves?
هل هاذا المحرك يمكنه الطيران
Ok...I'm an aviation mechanic and a CJ-3 pilot. I have to say this blew me away. Almost all turbine engines are certified for different fuels including gasoline for a limited amount of time. I've run 100LL in pratt engines with zero problems (limited to 150 hours with pure gas). The Williams Air Research engine on the CJ are NOT certified for operation with gasoline. This test shocked me. It must be a viscosity issue. Jet A produced the most inter turbine temp and highest RPM as well as the most thrust. Williams engines don't have nozzles or injectors, they have a "slinger" and are operated by FADEC (full authority digital engine control). I don't think you could have put on a more pertinent test. It literally changed my mind about several things. Thank you very very much!!! By the way, lubrication from the fuel has no particular benefit for the engine. The only place it could make any difference is the fuel controller itself. Prist is an additive that keeps the fuel from freezing and will prevent microbials from growing. But it is corrosive and has to be used sparingly. Most engines are restricted to .015% or 1.5 gallons in 1000 gallons of fuel. If your fuel isn't heated by bleed air or other you WILL be using prist or your fuel will gel and may flame out....ask a guy that has experienced...oh...that's right...it was ME! 29,000' in a Pilatus PC-12 the fuelers didn't add prist. It didn't fully flame out but it DID become a glider real quick! I had to dead stick into DAL from FL290. DID find out how well a PC-12 glides! hehe
Absolutely amazing testing! A+++ dyno build and really enjoyed the RC jet engine testing!! Looking forward to your next episode! I'm planning to test the lubricity of the 4 fuels soon.
I'm calling it now, biodiesel has the best lubrication, Diesel second, hydrodiesel third, and jet-a last.
Look fwd to that!
@@Taydrum i agree that i think jet fuel is last, but i'm unsure about the various diesels. i would put hydrodiesel higher.
Can I subscribe 5 times?
Just builds a jet engine dyno when he needs one.....
I fkn love this channel.
This dude does the most fascinating stuff that I only dream about doing, but just as I say “but what about....” he’s done it and shows you.
If he was my science teacher I would have been having lunch with him.
PF in the houzeee
The neighbors: Hmmm, I don't remember buying a house next to the airport.
"It's not an airport honey, but your Warped Perception
!" xD
i believe i was naked and using drugs that day
@@yokycaesarjohnimuchtar6126 your comment makes no sense so I think you still are naked and using drugs
That was extremely interesting, as I knew a jet engine can run on almost any kind of fuel, but I didn't know how effective alternative fuels are. Awesome stuff.
How then does the white sort of smoke comes out of the jet engine in the sky, what kind of fuel do they use??
@@democracyforallContrails (the white lines) form when the warm moist exhaust fumes from an aircraft mixes with the cold ambient air producing ice crystal clouds.
You Sir are an absolute genius!! I cannot believe the engineering skill and knowledge on display in these videos..I've never seen anything so brilliant!
Jet engines are a masterpiece of engineers work.
Being a commercial jet engine mechanic, i fully support this message!
It was so Expensive
Wait till you look into rocket engines...mind blown
And you can thank the…. The uh.. it’s not important who invented it…
@@Grombrindal91 Being a privately funded rocket scientist associate, I fully support this message.
Man you bastard🤣🤣🤣! I'm supposed to be working right now, but this is too exciting not to watch... immediately. Hiding in the broom closet at work watching with headphones.
That thrust dyno is fucking rad bro!
Haha! ❤️ Thanks I really appreciate it! I'm mostly tried out the hydro diesel because my RC guys are looking for a cheaper fuel than kerosene.
@@WarpedPerception Looks like a great solution. It seemed to work just fine and at 20% water I'm sure it's 20% cheaper lol
@@WarpedPerception You can buy k1 cheaply at some gas stations. They make you fill out some forms to get it tax-free for home heating.
@@brsrc759 so the hydro diesel is about $1.80 a gallon, versus like $3.20 a gallon for kerosene here in Illinois. I had a hard time editing this video for multiple reasons but I forgot to put a part in there where I talk about fuel mapping in the ECU for the jet, I believe that if you can remap the ECU slightly to allow you to get 10% more hydro diesel through that injector it would make as much as jet fuel at a cheaper price. The one thing about the hydro diesel that I like is that it burns very clean, it doesn't have that kerosene smell.
@@WarpedPerception that's crazy cool!
Absolutely amazing channel. Can't say enough about the work you do.
Your garage have more tools than my university
😂
LoL HAHAHAHAHAHAHAHA😂
Hhhhhhh
😀😀
Right 👍
Idle is 35,000 rpm. The precision engineering these parts must require is unreal.
Indeed. And remember this is a larger one. A t35 kolibri for example idles at 80k rpm or so and maxes out at 260k.
What rpm mean? Is speed or pressure
@@Christian.987 revolutions per minute.
@@Christian.987 it’s how fast the turbine spins. To put into perspective, a car RPM at idle around 1000 to 2000, this jet engine is around 35000
Can I strap 4 of these engines to my arms like a jet pack if so where can I purchase?
After 81 years on this earth I,m rejuvenated. Brilliant engineering. John from Oz
This was just spell bounding, I had a very hard time taking my eyes off the screen for even a moment. Amazing!
The jet engine: Starts to sound loud
The subtitles: [Music]
ah yes, music to my ears
For avgeeks, yes!
Exactly
The subtitle changes into "Put on your ear muffs, it's gonna get better... well, insane!!" xD
Her: so what kind of music do you like?
me: It's complicated
Very nice. the reaction of the engine to the different fuels was fascinating. The amount of flames and smoke after throttling down especially. As a driver of ultra-low-sulfur diesel vehicles I know that they have extra lubrication additives to counter the lack of sulfur.
GREAT video, from the photography, testing methodology, and all the other stuff that goes into it.
Great video. As a 45 year A and P. It was interesting to see the different fuels. As a side note the best was to pour out of a 5 gallon drum is lay it on a bench with the bung on top, then slowly roll it. It is then easy to control the flow..
I dont know why but I am so in love with jet engines. This spooling, this massive amount of power...just amazing!
That is so amazing and cool. Nice and simple jig to measure the thrust. Must be some very tight tolerances built into that tiny giant. Thanks very much for the video.
Lemme give you my summary of Fuel Experiment:
picture - 100
sound and music - 100
topic - 100
conciseness - 100
Overwhelming!
Brother! I love the jets you build, and the related experiments you demonstrate, such as this one... for example, I also loved the 'see-through' jet project that you recorded on one of your other vids.! Thank you for the great vids you make and share with us! 😃👍
Wow... what a marvel of engineering. I'm imagining the forces everything must be under and it's just mindblowing. And to think this is so tiny compared to one from a plane! Truly appreciate this video!
I couldnt agree more
What is this engine for?
@@francocastilloARrc planes would be the main application but people have been slapping those on pretty much anything
That was ridiculously interesting. Appreciate all the effort you made with this, especially in capturing the sound.
This was an awesome video. Something I'd have liked to see to make this more thorough, would be logging of the ambient air / intake temperature and humidity, so that this variable could be accounted for. And also recalibrating / retesting your jig in between runs. Is it possible that the heat from the engine could affect the springs? Also the design of the mount allows the engine to apply a torque to the sliding part, which could alter the friction and power required to move it.
Amazing video and very surprising results. You've done amassing job creating this video, really enjoyed it.
Just a quick tip related to your waterjet: To prevent erosion damage to the nozzle/orifice head, make a sacrificial hard rubber washer about 3/8" thick that tightly fits over the nozzle so that during pierce operations the high pressure splashback spray of water and garnet doesn't damage the machine over time. I used to work as a waterjet operator on Flow machines running 94ksi intensifier pumps in an industrial production setting, and without the washer there, the orifice head would be toast after a day or two of nested parts... Protect those expensive parts! :)
A sacrifice to the machine spirit must be made
One of the coolest experiments I've ever seen. Huge fan (no pin intended) of turbofan and jet engines since I heard one. Long time ago. Subscribed.
Awesome! I was surprised that the Hydro-Diesel did so well !
Watching you build is often creates mega envy. You have a disturbing amount of AWESOME TOOLS available for use! Serious industrial grade mojo! 😂
When I was in the navy we ran turbines on DFM with emergency backups on JP5. Our diesel was run through fuel oil purifier and filtration. We saw a difference in power but not to the degree you saw. We also were running turbines the size of what's on a DC-10 so that probably had some affect. They were optimized for DFM.
And you sir deserve to be on national TV every evening and morning episodes. Give us more!!
This is awesome! I have been wondering if it were possible to run different fuels in a turboprop engine. I’m getting ready to drop a Garrett 331-1 in an experimental airplane and was looking at running diesel in it. Looks like it’ll need some modifications to go from jet a to diesel but it seems like it’s definitely doable with the right jetting and water injection for those short field takeoffs!
That was FREAKING AWESOME MAN! I love this type of stuff man! Thank you for that brother!👍🏾😎
Damn! Never know till now that Jet engine is so versatile in terms of type of fuel and burning. It's quite independent. It's appears that it can run on almost any flammable liquid.
The M1 Abrams tank uses a jet engine, it can run on any type of fuel. So no surprise for me
Kinda, but Jet is very similar to Diesel anyway. The military uses a single kerosine fuel for both jet engines and diesel vehicles (JP-8) to simplify logistics. I think it has an additive to give it lubricating properties like diesel.
@@haody3494 it probably uses a turbine which is similar to a jet, except it doesn't use its exhaust as thrust. And instead uses the exhaust from ignition to drive a shaft
@@Person01234 JP-8 can cause hearing problems.
Great Research Experiment. One Suggestion: "Add the quantity of fuel burned by fuel type to the summary chart." Enjoyed your video. Thank you. Mike
I was impressed at the biodiesel getting into alot of thrust at a lower RPM than the normal diesel.
fantastic engineering . I love to know the technology of a jet engine. this is awesome presentation. I'm lucky to see this. thank you for presenting this. keep it up with new experiments. wish you best.
The reason diesel produces less thrust is the higher Aromatics content of diesel
versus Jet A. The content of Aromatics in Jet fuel ranges from 10% to >20%
(by volume) while the diesel fuel contains 25% to 28% Aromatics (25% in USA an European
Union). In fact most Jet A fuel has about 15% aromatics content.
The "High Heating Value" (HHV) of Jet A is greater than diesel because of the lower
Aromatics content and from the resulting better combustion efficiency.
Jet A burns at a higher temperature than diesel (which increases turbine combustion
efficiency and hence thrust) because the higher aromatics content in diesel fuel requires
more (heat being absorbed) or BTUs to ignite and burn.
This results in a turbine combustion diesel flame that is 30% longer than the Jet A flame
due to the higher aromatics content of diesel fuel. The result of the longer flame (in the
turbine combustor) is that the 30% of the heat energy of the diesel fuel is not converted
to thrust because the diesel flame extends past the turbine nozzle into and past
the hot turbine wheel. In addition the longer diesel flame results in high energy (i.e.high
velocity) incompletely burned carbon particles being sand blasted onto the high
temperature hot wheel metal with the result being turbine blade erosion
(from combination of carbon or soot on the metal of the hot wheel and glowing carbon
particles). To burn diesel effectively in a turbine engine designed for Jet A the flame length
of the combustion can/chamber needs to be 30% longer to get full combustion to occur
prior to the hot gases entering the turbine hot nozzle.
Funny that you mentioned that because last night one of my engineer friends at BP sent me an entire article on exactly that subject, that is one of the exact reasons they developed jet a in the early days, because even though the energy content is more on paper the aromatics and viscosity change by temperature make a big difference.
Thats a very interesting answer! I wonder if you could ofset that, at least in part, by preheating the diesel?
@@WarpedPerception I suggest a test comparing the thrust achieved and fuel consumption between the fuels.
One test with diesel plus gasoline mix fuels (of several different mixture ratios) and the straight
diesel fuel with the TCU setup (i.e. do the "Study RC" on diesel to calibrate the turbine control, etc.) to achieve 100% RPM (on diesel). The results would be interesting to see.
The simplest way to get highway diesel to an Aromatics content in the Jet fuel range is
to mix non-ethanol gasoline into the diesel. Simply adding a quart of non-ethanol gasoline
to one gallon of highway diesel will yield a "synthetic jet fuel" having around 12% Aromatics.
This is a very excellent explanation
@@Alex-nx5wi To preheat the diesel, the fuel can pass around the jet engine body to "boil" it before reaching the jet engine intake.
"IN THRUST WE TRUST!" :-) Great job on the video & the JET ENGINE THRUST stand. Thank you for sharing. I work on jet engines & aircraft as an A&P mechanic BTW.
KSP
Awesome.
Awesome demo and data on the testing of a jet engine; thanks; really easy to understand.
Congrats on the views on this. This is phenomenal. I enjoyed the video but also glad to see this do so well.
That is one impressive set-up and test ! Thanks for taking the time and effort to do this.
06:10 is just glorious to watch that engine roar
my PS4 does that too!
Your production is insane! Much respect bro!
The sound is amazing. Thanks for this perfect video.
Interesting that hydrodiesel performs so well. I read that they did tests with water injection into jets and it did improve performance, probably due to the water expansion.
Great study and work. The new fuels story moves on apace and I’d love to see how HVO performs alongside these fuels. It’s v rapidly displacing biodiesel in Europe, and is being looked at by the aviation industry, I believe.
Thank you for the hard work creating great content!!!
Wow, I didn’t expect the Hydo to run so well. Great job mate👍
Very nice setup! Jet fuel is basically Kerosene. Jet fuel has less additives compared to the Diesel or the Hydrodiesel and I think that's why you would get higher RPM IE thrust. Also you higher EGT with the Jet fuel. The water cools the exhaust like water methanol injected into old turbo prop engines. I would like to see the specific gravity of the three and how that relates to thrust. Great video!
we are of the same mind set
Excellent build and interesting results at the end.
These lil engines are so friggin cool. Also some of the closed captions are hilarious while the engine is powering up or down.
What I found really interesting is the record of EGT. Assuming higher temperatures are more damaging and shorten the time between overhaul of any given engine, Bio diesel appears to win hands down even though its power output might not be the greatest.
Thought the same, then i realized that it frosts, that´s a concern
Wouldn't jet a fuel be the best because what matter is the ratio of degrees per pounds of force. I assume you could just run it at a lower throttle and get a lower temp for the same force.
The temperature the fuel burns at would limit the thrust of the engine, as EGT is a limit. If the fuel burns hotter, you have to throttle back to avoid overheating the engine. The engine should never see EGT greater than the limit, and it's up to the operator (and programming) to avoid exceeding the limitations of the engine.
@@Knort In low altitude applications you might get away with it- mainly in power generation. If you put it on an aircraft you're in for a world of hurt. Reduced thrust is bad- you can always reduce power setting on a pure jet fuel without any of the drawbacks. On a helicopter which often has narrow power margins especially in hot weather the reduced power could very easily prove fatal. Then there's the icing risk- you'll need the entire fuel system heated. Not just because of water ice (at these water levels no amount of anti icing inhibitor will save you) but because wax will freeze and precipitate out of the diesel just like water ice, but at higher temperatures potentially. Same issue of clogging filters and the like.
Also diesel tends to build soot on the fuel injectors. Not a big issue because the injectors on a turbine are generally huge and it'll take several hours for any real buildup, but it's there and could be a pain if you aren't anticipating it.
Chantage
A tip: the majority of wear that turbines experience doesn’t occur during startup or when at 100% power... its during the shutdown and resulting cool down at zero rpm. Run a blower thru it to keep the rotor spinning (not high rpm enough to keep it moving) until temps are reduced.
it"s partially true. Most of wear is during startup when RPM's are low so air velocity is also low and when fuel gets burned flames can actually touch turbine blades and burn them.
that was sicc! thanks for all your hard work and the upload, i shared
Very cool jet motors and fuel testing.
My comment, the Hydro Diesel seemed to burn unevenly, looked like it put more stress on the motor components, vibration and torque waves.
Sweet shot at 5:23! Awesome test overall and great dyno build. That hydrodiesel is weird indeed, crazy how much more power it had than the other two diesels.
Love how powerful those water jet tables are. It blows the rust off in less than a sec.
That was dirt not rust. The metal was Aluminum, which does not rust, it oxidizes and is white.
That's abrasive grit which is added to the water jet. It's what is actually doing the cutting.
@@alanking7331 Oxidization is rust.
@@BigMacintosh3020 I know what rust is . My point at that time (8 months ago) was that he was calling the brown water that was coming off the aluminum rusty water. Aluminum "rust" is white. And I have never heard anyone call aluminum oxide as rust.
This guy is definitely a mad scientist whose work is awesome. Thank you.
PS: Love the music too.
AWESOME VIDEO!!!! You could be an incredible instructor for a lot of different disciplines. Thanks for caring enough to do the work and let us reap the benefits!
The fuels have different viscosities and shear strengths... You needed to monitor pressure and flow of the fuel at the motor input.. You should have also been monitoring the amp draw of the fuel pump... If you had used a load cell (from a electronic scale) you could have captured actual real time fuel flow, RPM and power output across the entire throttle range (a small data acquisition project for an Arduino or Pi). Oh, and it would have given you throttle response info..
Nah I'm not interested in that because I was just doing exactly what the guys do at the field they burn out their first fuel fill it up with the second and then they fly, and then they usually say oh wow this one makes so much more power than the other one, but they never know for sure. Most of the jet engines like this do not allow you to adjust the fuel because if you start dumping too much fuel for the size of the engine it gets dangerous. But on another note imagine This. You're flying a private jet and you land in the third world country, they ran out of jet fuel but they have diesel or another fuel available, you need to get out of the country because it's a war zone and you're about to be stuck, do you take the fuel recalculate your flight for the reduced power output, or take apart the engine mess with the fuel pump, pressure injectors etc so you make sure you put out the same amount of power or more, and then start the jet up and fly.. what would you do?
easy/fastest route would be recalcing for the reduced engine power, at least to me
@@WarpedPerception worth making a note somewhere if possible. I was also confused what the goal was in the comparison.
@@niteriderevo9179 The test is invalid. Approved fuel types for swiwin turbine engines do not have different max RPMs. The author didn't set the ECU up properly for the different fuel types. He also put too much oil in the diesel. It only requires 3% oil, not 5%. You can run 5%, but it just exacerbated the poor results in this test. There are different pump limits for different fuels and the pump limit is calibrated after the first start after the Study RC function has been performed, which I assume the author did right before running Jet A, but did not repeat the process between each fuel type change and that kept the pump from providing enough fuel. If he tan the engine at full throttle for a little longer he would have got a "PUMP LIMIT" warning on the GSU.
@@bodywerks uh, what? kind of hard to retune the fadec/ecu/fueljets in the midst of a combat situation to a fuel it's not set for, doing so would take too long, i was only responding to the having to land and not having the preferred fuel available in the midst of a hotzone
Watch this man's simple trick to make flying a jet fighter less expensive! Navy mechanics hate him!
I'd like to see you put that thing on an rc fighter. The first test literally looked exactly like a real afterburner in full throttle, very nice video
Truly impressive video, being ex RAF the sound brought lots of memories, one was standing next to a F4 J uk Phantom on engine a de tuner with engine on reheat runs where the back end of the aircraft was shrouded in a large chamber then throttled up! Being about a meter away from reheat shockwave rings WOW, a memory I will always treasure.😃😃
Jet engines makes noise*
YT: This is definitively music
Well the way music has gone recently I can understand that.
hear hear!
@@Highlandword9 Oh you keep quiet there, Mr. McPoopypants.
>engine spools up
UA-cam: [Music]
>engine spools down
UA-cam: [Applause]
😂😂😂🤷
Lol idk why yt does that
As always :)
Back in the 80's, the RR Dart engines on our F-27 Commuter planes had water methanol injection for hot weather performance boost. I would love to see if it works for these small coaxial engines.
revisiting this video, what a great job you did, so much attention to detail on your channel its awesome. Subbed
I enjoyed watching most is the way how you made you dyno mount using hydro CNC.
Listening to this at full volume is what tinnitus is like
except not as loud
got really bad tinnitus and yubb thats about it.
Maybe not quite that dramatic, but the frequency is about right.
yep
Can confirm.
ขอบคุณสำหรับความรู้ดีๆจ้า😊
Dude your videos have great production quality. Basass content, keep it up!
This is what I call excellent professionals .... we should all be trained that way ...
The gigantic flask is back!
What
Awesome job...much appreciated...Thank you!
Fascinating how digital stuff can accurately show rpm speed and read temp
Soooo incredible and impressive. And incredible how fast it spins wow!!!
Absolutely terrifying the first time you spooled up the jet.
Made me think how completely vulnerable one is when flying such a Bizzare and technically complicated engine.
Great content.
New Sub for sure😉🤞🚬
Except for the fact that such engines are well-tested and well-designed. May appear to be vulnerable but it actually isn't.
You earned my sub from mentioning Project Farm. I love his reviews on a lot of things.
Great job. Thank you for your efforts. Interesting comparisons.
The thrust in a turbojet is all about the mass and velocity of the exhaust. It will be the burning characteristics in the chamber that will matter most, a fuel that burns quicker and where the burnt gas molecules travel faster will produce the most thrust. The hydrocarbon chains in diesel are somewhat longer than in jet fuel and probably take longer to burn, do so at a lower temperature and produce slower speed exhaust gases.
It's notable that the thrust basically correlated with engine temperature and shaft speed. The jet fuel simply seems to burn quicker and hotter and that means more thrust and spinning the engine a little faster too. The simple answer would appear to be that if a fuel is formulated to burn faster within the environment of a jet engine combustion chamber it will produce more thrust. It may well be that a combustion chamber optimised for burning diesel would change this somewhat.
am I the only one that becomes extremely excited when listening to that turbine spark and spool up? I have no use for it but I want one for the soundtrack alone....
Lol, the close captions say "Music" when the turbine is accelerating. Yes, youtube, indeed, lol
Nice enjoy watching that mate , what a beast of a jet motor, jeleous 🤙🤙🤙
There was a local RC build that strapped two of these jets to a test rig comprised of a 9’ garden trailer hitched to a Ford Ranger. Throttled up they pushed his truck and trailer down the street at I’d guess about 6 mph. Pretty impressive considering the rolling resistance and weight.
I think another thing I think could help with the experiment being more accurate is putting a large fan in front of the jet engine to simulate flight. If I’m not wrong, thats the main source off keeping the engine cool
Yes and no, the cooling effects is negleable. Unlike a car engine which is air/water cooled, for a jet engine, the only part really needs cooling is turbine blade. Cooling the compressor maybe beneficial, but it won't make that much a difference.
Commercial jet engine (turbofan) is usually cooled with bypass air, which is driven by the big fan in the front of the engine. Their turbine blade is cooled using bleed air from high pressure compressor, not air from the outside. In fact, the only time a plane needs outside air for cooling is to cool compressed bleed air from the engine to cabin.
Most tests on commercial engines are done on static test stand without anything blowing in front, unless it's testing for water/hail ingestion where water or hail is sprayed in front. They will fly test the engine, to verify the numbers
Dude you are too handy. I wish I had your tool box! Great videos! Keep it up, very inspirational
You’re a monster mate, brillant experience! I would have loved to try it on multiple fuel temperatures and see that makes any difference, especially for the diesel!
I think the pump is just not calibrated to work with different fuels: temperature and RPMs are lower meaning the turbine is not at full capacity. I.e. needed more fuel.
Pump looks to be hitting the pump pwr limit, meaning rpm isn't achieved.
Needs to be redone,
@@ausfester I think it's the different calorific values of the fuels that are producing varying rpms or maybe it is the viscosity not allowing equal fuel delivery
No need to calibrated the pump whatsoever. This test shows that the jet fuel is superior than other fuels..the fuel pump not even at maximum capacity but deliver more power than other..
@@EGK20 well, the energy density is different for sure. But it is interesting if it is feasible to use other fuels even at higher consumption rate. Can they produce the same thrust?
Hydrodiesel contains water, so, for sure lower BTUs than JetA, and still just 87,65% of the thrust. I guess hydrodiesel wins this efficiency test, perhaps easily, since hydrodiesel BTUs are, for sure, less than 87,65% of JetA BTUs... Hydrodiesel has 30% watter and 10% tensides, so, best case 97,300 , that´s only 72% of JetA BTUs (worst case: only 62,5% of JetA BTUs). Of course, I have no idea if he used similar volumes of the different fuels...
I built some of the first lubricity test instruments for the USAF and had an ASTM test method for testing turbine fuel lubricity. Additives can negate the loss of sulphur in all of the fuels. Also many times biofuels have some natural lubricity that severely hydrotreated diesel and jet fuel do not. I also built some of the first diesel scuff testing instrumentation. Poor lubricity tears up the fuel metering/pumps at a premature rate. I would say even more so with ultra high pressure pumps.
So fuel additives for diesel fuel aren’t just a sham?
Would love to hear more about your endavours and experience. This sort of knowledge and know-how is priceless to me.
Great work man, that's my kind of content!
Satisfying to watch, satisfying to hear
You have a problem here: your turbine with Diesel does not reach its full power because you reached the Pump Limit factor which prevents reaching the max RPM you asked for (stick position=RPM order). So either your engine /pump is not meant to use Diesel kind of fuel or the Pump Limit Factor should be increased. I guess this is due to the higher viscosity of the Diesel which requires more effort for the pump
I think you hit a right on the money, I didn't realize there was a problem until after I published the video and people started pointing it out.. my goal here was to just run the engine and its stock form on those four fuels without modification, I was told that that is the way that guys normally use these engines. I just did some flow tests yesterday to troubleshoot the problem and you are dead on accurate, for some reason the fuel pump is struggling to pump Diesel and biodiesel, and hydro diesel as well but not so much I'm pretty sure because of the viscosity.
I'm currently looking into it and I'm going to come up with another test very soon once I fix the problem.
@@WarpedPerception Power generally goes up slightly from Jet-A to diesel, but so do temps. Keep a close eye on those if you turn the fuel up. I used to run diesel in my PT6 and it worked okay, but it was hell on injectors because of how many more contaminants there were in diesel straight from the pump. You could see sparks flying out the exhaust from the dirty fuel, a little concerning when you're taking off before sunrise.
Diesel has more oil in , wich will make it thicker than ' jet fuel '. Very good point.
@@terryperrott9913 Paraffin wax...it's what causes diesel to gel up in winter and also why it's refined out of kerosene/Jet-A. It's fairly low viscosity in normal temps but gets really thick below freezing. You don't want your fuel gelling up in sub-zero temps at 30,000ft.
@@WarpedPerception If you set the RPM limit to 88000 so that all the fuels can reach the same speeds, it would be a proper performance comparison until you get the fuel system worked out. I just find it weird that your pump can't handle it, my 20+ year old 200N runs diesel on an undervolted fuel pump to the rated rpm limit no problem.
I would love to see how Shell GTL performs in a jet engine, GTL is a diesel compatible fuel made from natural gas. Gtl is a synonym for gas to liquid, The energy density is supposed to be higher than diesel
Thank you for your effort. Very informative.
There’s always one who will ask the stupid question. What if you add some nitro to the mix with a little more oil for added lubrication? That would get the temps and rpms up. Great content! Such fun.
Finally some chemistry 🧪
That dyno rig is 🔥