chemistry ? bio race fuel

[dlockhart]

If I read this right, the product is made from some sort of conversion from bio diesel into a gasoline additive, then blended to make a race gas.

Thoughts, input from the pelican braintrust.



>>BioWeapon<< SAVE the Planet, DESTROY your Competition

Our refinery's core product is biodiesel. We make about 60,000 gallons a day at our primary refinery and have two more coming online over the next six months. The biodiesel we make comes from waste vegetable oil or fryer fats, and is not any part of BioWeapon.
The "Chicken" element of BioWeapon comes from unused and unpolluted chicken byproduct which we procure directly from a neighboring poultry plant. This ensures a much higher quality, cleaner, and consistently reproducible starting product, unlike WVO or fryer fat which is very different every time. Generically referring to our bio component as "biodiesel" is like calling all paintings just "art". The process and chemicals that render the poultry into fuel are trade secret and completely unique to us. It is very different than refining WVO or fryer fat into biodiesel. Just as a side note petrodiesel is around 40 cetane, biodiesel is around 50 cetane, our poultry diesel works out to be nearly 70 cetane before being reacted into the bio component of BioWeapon.
I will openly tell you that the gasoline we blend with our bio is 93 octane and comes directly from the fuel rack. This leaves the door open for blending higher or lower octane gasoline to produce different resultant BioWeapon octanes in the future.
There is a third chemical component that reacts with the bio immediately before being blended with the gasoline. This component is also a trade secret. Once the bio is reacted with this chemical it is no longer suitable to be run in a diesel engine, therefore is no longer biodiesel by definition. It makes the bio much closer to the consistency of gasoline, and highly volatile. We have considered selling just the bio and chemical to racers and let them run this reaction on their own before blending it with 93 octane, but there is too much liability.

[island911]

First glance; Anyone willing to claim "SAVE the Planet" is obviously willing to claim ANYTHING.

Second glance: With CO_x and NO_x both being lower, I have to ask; wth are they burning to get this supposed extra power?

btw, 'faster combustion' is not necessarily a good thing. Detonation is a prime example of faster combustion.


So, in summary, all I see is marketing bullshjt.

[dlockhart]

Burn rate is somewhat important in bikes because of the relatively high RPM.
I'm curious as to how a diesel fuel gets converted to a gasoline fuel.


what / how does this magic 3rd part work???
There is a third chemical component that reacts with the bio immediately before being blended with the gasoline. This component is also a trade secret. Once the bio is reacted with this chemical it is no longer suitable to be run in a diesel engine, therefore is no longer biodiesel by definition. It makes the bio much closer to the consistency of gasoline, and highly volatile.

[M.D. Holloway]

What a bunch of crap! Anyone making 'biodiesel" (which is actually methy ester and glycerine) out of chicken fat is asking for issues. Trust me, I know. I have been to many 'bio-diesel' refineries and have countless customers struggling with 'bio-diesel' as well as ethanol blended gasoline.

These guys are no to nothing except taking advantage of unsuspecting folks looking for an edge. I see crap like this several times a month.

[M.D. Holloway]

oh ya, FWIW - new ULSD diesel fuel has an average cetane of 48, the 'bio-diesel' does have a higher cetane but the way in which cetane index is tested does not lend itself well to the bio-based fuels. The cetane number measures the ignition quality of a diesel fuel.
It is the % volume of cetane ( n-hexadecane, Cetane Number = 100 ) in alpha methyl naphthalene ( Cetane Number = 0 ), that provides the specified standard of 13 degrees ( crankshaft angle ) ignition delay at the identical compression ratio to that of the fuel sample. These days, heptamethyl nonane - with a Cetane Number of 15 - is used in place of alpha methyl naphthalene because it is a more stable reference compound.

It is measured in special ASTM variable compression ratio test engine that is closely controlled with regard to temperatures ( coolant 100C, intake air 65.6C ), injection pressure ( 1500psi ), injection timing 13 degrees BTDC, and speed (900rpm ). The compression ratio is adjusted until combustion occurs at TDC ( the ignition delay is 13 degrees ). The test is then repeated with reference fuels with five cetane numbers difference, until two of them have compression ratios that bracket the sample. The cetane number is then determined by interpolation.


Cetane rating improves with more unbranched, saturated hydrocarbons (more or less, waxes).* this is detrimental to the cloud and pour point requirements for winter fuel. Winter fuel has more aromatics and branched molecules. Hence, the cetane rating of #1 usually is lower than #2. Winter fuel feed stock usually has a wide boiling range, so the wax crystals tend to be smaller and more easily handled by the cloud and pour point depressants that are added for winter use. The cetane rating may improve with the process (hydrogenation) often used to help remove sulfur. This is because unsaturated hydrocarbons in the fuel stock are also hydrogenated, making more of the straight chain saturated molecules that raise the overall cetane rating. The severe hydrogenation conditions also hydrogenate much of the aromatics that would have improved lubricity.

Typically engines are designed to use fuels with Cetane Numbers of 40-55, because below 38 a more rapid increase in ignition delay.

The significance of the Cetane number increases with the speed of the engine, and large, low speed diesel engines often only specify viscosity, combustion and contaminant levels, as Cetane Number requirement of the engine is met by most distillate and residual fuels that have the appropriate properties.

High speed diesel engines ( as in cars and trucks ) virtually all are designed to accept fuels around 50 Cetane Numbers, with higher numbers being a waste.

[BW Fuel Comapny]

My name is Brad O'Dell and I am the primary founder of BWFuel Co. I found this thread through Google while researching feedback pertaining to our fuel and website. I would be happy to answer any questions you may have, other than those referring directly to trade secrets. A quick scan through the posts on this thread show the usual type of initial reaction to BioWeapon. If you search through other message boards you will find that once hands on exposure to our fuel occurs, the negative posts end. Only those who do not know anything about BWFuel or BioWeapon slander us in message boards. BWFuel has given away thousands of gallons of BioWeapon at the racetrack and to engine builders in exchange for the feedback needed to provide an optimum racing product. The claims we make are backed by hard data and the endorsement of reputable experts in our industry. We take our slogan, "Save the Planet / Destroy your Competition", literally. Our product boasts performance equivalent to the widely embraced leaded race fuels that are forcing our racetracks to buy carbon credits. Our fuel makes significantly less pollution, uses no lead, is partially renewable, and costs half of what our competition charges. We distribute in recycled containers, which we in turn recycle ourselves, and have a zero carbon footprint distribution model. Every aspect of our business revolves around environmental responsibility and giving back to the racing community. I know that I am not addressing motorcycle road racers, but it is obvious to me that there are some well educated fuel people here. I invite you all to meet us and demo our product at any of the following track events. Thank you for your time and consideration.

-Brad O'Dell

NESBA : Track Events