Getting back to developments in internal combustion engine technology I religiously watched the Sunday morning transmissions of the BBC series Technical Studies which covered various examples of manufacturing industry production practices and even taped it on VHS video in the intention of showing it to my girlfriend’s kids as part of their education. I was sad to find that they were more interested in playing what I found pointless computer games like Super Mario but one of the programmes featured Perkins diesel engine combustion chamber design advances. Since the 1930s various designs had been experimented with to achieve more complete combustion of the fuel and I wish I still had the 1941 technical book The Modern Diesel which had detail drawings of them all which I lost due to lending it to a long past alleged friend who never gave it me back. I did try to order it from the local library but they sent me a 1949 edition which didn’t cover it along with other useful information on research on bio-fuels although as a consolation I did get some new useful info on the Sentinel diesel engine. The Gardner had a simple about an inch deep bowl in the centre of the top of the piston plus a mask on the inlet valve to induce ” swirl ” to mix the injected fuel better whist some engines like the RR 220 had the mask cast into the inlet port of the cylinder head. Most smaller diesel engines had indirect injection into a chamber in the cylinder head connected to the cylinder by a narrow tube originally including the Perkins 6.354 featured in the programme but almost all diesel engines are direct injection now. My conclusion is that the Gardner’s fuel efficiency secret was a longer than average connecting rod which meant the piston decelerated at a slower rate approaching top dead centre then initially accelerated slower as the fuel burned at the beginning of the power stoke thus allowing fuel injection to start at 31 degrees before TDC when most engines risked breaking the crankshaft and were bad to cold start at 26 ?
The programme showed how the designers with the help of computer simulations developed of the shape of the ” torroidal ” and to cope with the high temperature on the desired narrow lip used high tech alloy steel inserts cast into the top of the piston. They had managed to get 180 BHP from an engine which originally produced 100 Bhp when it was designed ( I was informed by the now dead former Perkins works service engineer guy who failed to give me my book back ) by an Indian engineer who’s name was Panica. The advance was probably also due to the advent of modern computerised electrickery engine management which has overcome the ” turbo lag ” you get with air intercooling using a radiator in front of the engine cooling radiator. It all helped in the virtual arms race where corporate haulage and bus companies strived to stand still and maintain journey times against the many new small roundabouts now littering our trunk roads, extra stops for new traffic lights, likewise the EU directive speed limiters which stop drivers making up lost time where its safe to do so. Corporates often specify the most powerful engine option available in order to achieve satisfactory progress from their often screened by psychometric testing to select totally brain dead idiots who will slavishly follow their directions without question. It hasn’t done them any good and the proof may be that Eddie Stobart would have gone bust and closed down recently but for an unspecified ” investor ” buying its massive debts for £1 and perhaps the company only grew because the Banks gave him favours to offer rig the free market scams like free haulage into warehousing at Penrith from anywhere in central Scotland.
More recently technical developments have been skewed by the EU inspired obsession with reducing Co2 emissions but the result has been a massive increase in NOX emissions as revealed in the press recently in an article pointing out that the new alleged super green Merc London Taxi’s now taking over the market have far higher NOX emissions than the old Manganese Bronze British design they are intended to replace ASAP. To appease the heath-fascist quasi-religion all new diesels must be fitted with carbon particulate filters in the exhaust but even they probably miss the smallest particles health experts claim are small enough to enter the blood stream. Apparently unless you go for a regular flat out blast up the motorway to clean them out they become clogged and then it costs thousands to replace them and are they just another convenient excuse to promote false economic growth which in turn increases the ever growing financial apartheid between rich and poor. Larger particles are probably not a problem anyway as gravity soon brings them harmlessly to the ground whereas the small stuff hangs around in the air for ages and nobody ever mentions the ash which can vary in different sourced oil.
I am minded towards the conclusion that given my above observations it must therefore be reasonable to believe that NOX emissions ( as now proven increased by 37% by Traffic Calming ) has been the primary trigger for asthma attacks all along, and I did try to get my ideas across to professionals by opening an account on and publishing links to some of my observations LinkdIn. It was useful in that I got into contact with a top guy from a company which has developed a Hydrogen injection system which he claimed reduced NOX emissions by 30% whist at the same time reducing fuel consumption. The Hydrogen was generated as required by the electrolysis of water and the prototype had been proved in the engines of mobile container cranes at Rotterdam docks and could be retro fitted to older vehicles, but perhaps its introduction would be stalled by the part of the Corporate Multinational Cartel big engine manufacturers just like a proven to save fuel steam injection idea from the mid 1990s when they ruled it would void their warranty. I subsequently dropped contact with the guy because in the resulting direct email correspondence it became clear that his primary objective was to milk the climate change mitigation component of foreign aid money by selling new vehicles fitted with his system to Ethiopia where it was obvious it would soon fail anyway simply due to the lack of reliable supplies of clean water.
I also got into email contact with a top London teaching hospital lung disease specialist and sent him my observations about traffic calming whist pointing out that lager particulates were probably less potentially dangerous to health but from his reply it would appear that his only interest was getting fossil fuel based transport banned in cities completely. I also got into a heated argument with a Scottish based top transport manager guy involved in national milk collection and delivery over an article in which I stated my conclusion of the true cause of the Sowerby Bridge disaster ( killed 6 people ) back in the mid 1990s from practical experience of driving the route. He claimed that I didn’t know what I was talking about and how he had studied the case in detail whist at university, and yet he probably proved my conclusion that it was caused by the ex-police ( retired long service ) driver pumping ( like trained to do with a hydraulic car ) the well faded from peak effectiveness air brakes before he set out down the hill on which his wagon ran away. He said that by-standing pedestrians at the top of the hill had heard the driver testing his brakes, with ing being the operative and indicating that he pressed the brake pedal several times as you can only hear anything when the brakes are released. I only wish I knew then what I know now and it has since been proven that Norman Bettison was the most senior key police officer involved in the cover up of the truth about the Hillsborough disaster when he was at South Yorkshire and by the time of the Sowerby Bridge disaster he was the newly appointed Assistant Chief Constable of West Yorkshire. Was it all yet another cover up to protect the police ( road safety ) reputation again, and would the conclusion of the investigation have been different if the driver had been one of the young farm lads from the dales who drove most of the Fewston wagons ?
If I can find time I have promised myself to write an article outlining my full analysis of all the contributory factors leading to the Sowerby Bridge disaster, and I have long since been electronically excommunicated by LinkdIn ( even though I still technically hold an account and they still send me emails ) probably due to my dangerous radical political views and especially my anti big corporate angle. Its the same with me and the BBC, and similarly most of the prominent UK celebrity lefties have blocked me on facebook and Twitter as they attempt to pretend that I don’t exist !