Green Technology : Zero Energy Building

Definition

A zero energy building (ZEB) or net zero energy building is a general term applied to a building with zero net energy consumption and zero carbon emissions annually. Zero energy buildings are autonomous from the energy grid supply - energy is produced on-site. This design principle is gaining considerable interest as renewable energy is a means to cut greenhouse gas emissions. Buildings use 40% of the total energy in the US and European Union.



Despite sharing the name zero energy building, there are several definitions of what ZEB means in practice, with a particular difference in usage between North America and Europe.

Net zero site energy use
In this type of ZEB, the amount of energy provided by on-site renewable energy sources is equal to the amount of energy used by the building. In the United States, “zero energy building” generally refers to this type of building.

Net zero source energy use
This ZEB generates the same amount of energy as is used, including the energy used to transport the energy to the building. This type accounts for losses during electricity transmission. These ZEBs must generate more electricity than net zero site energy buildings.

Net zero energy emissions
Outside the United States and Canada, a ZEB is generally defined as one with zero net energy emissions, also known as a zero carbon building or zero emissions building. Under this definition the carbon emissions generated from on-site or off-site fossil fuel use are balanced by the amount of on-site renewable energy production. Other definitions include not only the carbon emissions generated by the building in use, but also those generated in the construction of the building and the embodied energy of the structure. Others debate whether the carbon emissions of commuting to and from the building should also be included in the calculation.

Net zero cost
In this type of building, the cost of purchasing energy is balanced by income from sales of electricity to the grid of electricity generated on-site. Such a status depends on how a utility credits net electricity generation and the utility rate structure the building uses.

Net off-site zero energy use
A building may be considered a ZEB if 100% of the energy it purchases comes from renewable energy sources, even if the energy is generated off the site.

Off-the-grid
Off-the-grid buildings are stand-alone ZEBs that are not connected to an off-site energy utility facility. They require distributed renewable energy generation and energy storage capability (for when the sun is not shining, wind is not blowing, etc).


Design and construction

The most cost-effective energy reduction in a building usually occurs during the design process. To achieve efficient energy use, zero energy design departs significantly from conventional construction practice. Successful zero energy building designers typically combine time tested passive solar, or natural conditioning, principles that work with the on site assets. Sunlight and solar heat, prevailing breezes, and the cool of the earth below a building, can provide daylighting and stable indoor temperatures with minimum mechanical means. Z.E.B.'s are normally optimized to use passive solar heat gain and shading, combined with thermal mass to stabilize diurnal temperature variations throughout the day, and in most climates are superinsulated. All the technologies needed to create zero energy buildings are available off-the-shelf today.

Zero Energy Buildings are usually built with significant energy-saving features. The heating and cooling loads are often drastically lowered by using high-efficiency equipment, added insulation, high-efficiency windows, natural ventilation, and other techniques. These features can vary drastically between buildings in different climate zones. Water heating loads can be lowered using water conservation fixtures, heat recovery units on waste water, and by using solar water heating, and high-efficiency water heating equipment. In addition, free solar daylighting with skylites or solartubes can provide 100% of daytime illumination. Nighttime illumination is typically done with fluorescent and LED lighting that use 1/3 or less of the power of incandescent lights, without adding unwanted heat that incandescent lights do. And miscellaneous electric loads can be lessened by choosing efficient appliances and minimizing phantom loads or standby power. Other techniques to reach net zero (dependent on climate) are Earth sheltered building principles, superinsulation walls using strawbale construction, and exterior landscaping for seasonal shading.

Zero energy buildings are often designed to make use of energy gained from other sources including white goods; for example, use refrigerator exhaust to heat domestic hot water, ventilation air and shower drain heat exchangers, office machines and computer servers, and even body heat from rooms with multiple occupants. These buildings make use of heat energy that conventional buildings typically exhaust outside. They may use heat recovery ventilation, hot water heat recycling, combined heat and power, and absorption chiller units.

Sophisticated 3D computer simulation tools are available to model how a building will perform with a range of design variables such as building orientation (relative to the daily and seasonal position of the sun), window and door type and placement, overhang depth, insulation type and values of the building elements, air tightness (weatherization), the efficiency of heating, cooling, lighting and other equipment, as well as local climate. These simulations help the designers predict how the building will perform before it is built, and enable them to model the economic and financial implications on building cost benefit analysis, or even more appropriate - life cycle assessment.

Energy generation

ZEBs generate their own energy to meet their electricity and heating needs. In the case of individual houses, various microgeneration technologies may be used to provide heat and electricity to the building, using solar cells or wind turbines for electricity, and biofuels or solar collectors linked to seasonal thermal stores for space heating. To cope with fluctuations in demand, zero energy buildings are frequently connected to the electricity grid, export electricity to the grid when there is a surplus, and drawing electricity when not enough electricity is being produced. Other buildings may be fully autonomous.

Zero Energy Production, in commercial and industrial applications. Taking into account the diverse topography of each location and designing a renewable energy development approach to satisfy the production energy required to develop each product. This production energy always reduces the profitability of each facility constructed in the past. With Zero Energy Production comes the arena of placing Geothermal, Microhydro, Solar, and Wind resources to lower the initial impact of each facilities requirement to be self sustainable using only sustainable energy.

Zero-energy neighborhoods, such as the BedZED development in the United Kingdom, and those that are spreading rapidly in California and China, may use distributed generation schemes. This may in some cases include district heating, community chilled water, shared wind turbines, etc. There are current plans to use ZEB technologies to build entire off-the-grid cities, such as the photovoltaic-powered Huangbaiyu Sustainable Village, and the planned Dongtan Eco-City near Shanghai.

A benefit of such localized energy generation is the elimination of electrical transmission and electricity distribution losses. These losses amount to about 7.2%-7.4% of the energy transferred.


The "energy generation" versus "energy conservation" debate

One of the key areas of debate in zero energy building design is over the balance between energy conservation and the distributed point-of-use generation of renewable energy (solar energy, wind energy, etc.). Most zero energy homes use a combination of the two strategies.
As a result of significant government subsidies for photovoltaic solar electric systems, wind turbines, etc., there are those who suggest that a ZEB is a conventional house with distributed renewable energy generation. Entire additions of such homes have appeared in locations such as California and other locations where photovoltaic (PV) subsidies are significant, but many so called "Zero Energy Homes" still have utility bills. This type of energy generation without energy conservation may not be cost effective with the current price of photovoltaic equipment (depending on the local price of power company electricity), and also requires greater embodied energy and greater resources and is thus the lesser ecological approach..

For three decades, passive solar building design has demonstrated energy consumption reductions of 70% to 90% in many locations, without using any active power generation systems. With expert design, this can be accomplished with little additional new construction cost for materials over a conventional building, but very few industry experts have the skills or experience to do this. Such passive solar designs are much more cost effective than adding expensive photovoltaic panels on the roof of a conventional inefficient building. A few kWh of photovoltaic panels (costing tens of thousands of U.S. dollar equivalent) may only reduce external energy requirements by 15% to 30%. A 100,000 BTU high seasonal energy efficiency ratio 14 conventional air conditioner requires over 7 kW of photovoltaic electricity while it is operating, and that does not include enough for off-the-grid night time operation. Using passive cooling, and superior system engineering techniques, can reduce the air conditioning requirement by 70% to 90%, where photovoltaic electricity then becomes more cost-effective.

The modern evolution of zero energy buildings


The development of modern zero energy buildings became possible not only through the progress made in new construction technologies and techniques, but it has also been significantly improved by academic research on traditional and experimental buildings, which collected precise performance data for today's advanced computer models, and the engineering design decision criteria for the many differences between alternative zero energy design patterns.

Influential zero- and low-energy buildings
Those who commissioned construction of Passive Houses and Zero Energy Homes (over the last three decades) were essential to iterative, incremental, cutting-edge, technology innovations. Much has been learned from many significant successes, and a few expensive failures.
The zero energy building concept has been a progressive evolution from other low-energy building designs. Among these, the Canadian R-2000 and the German passive house standards have been internationally influential. Collaborative government demonstration projects, such as the superinsulated Saskatchewan House, and the International Energy Agency's Task 13, have also played their part.

The 1999 side-by-side Florida Solar Energy Center Lakeland Florida demonstration project was called the "Zero Energy Home." It was a first-generation university effort that significantly influenced the creation of the U.S. Department of Energy, Energy Efficiency and Renewable Energy, Zero Energy Home program. George Bush's Solar America Initiative is funding research and development into widespread near-future development of cost-effective Zero Energy Homes in the amount of $148 million in 2008

New-generation ZEBs
One example of the new generation of zero energy office buildings is the 71-story Pearl River Tower, which is scheduled to open in 2009, as the Guangdong Company headquarters. It uses both high energy efficiency, and distributed renewable energy generation from both solar and wind. Built by Skidmore Owings Merrill LLP in Guangzhou, China, the tower is receiving economic support from government subsidies that are now funding many significant conventional fossil-fuel (and nuclear energy) energy reduction efforts.

One of the first zero-energy commercial buildings in the United States is Integrated Design Associates (IDeAs) Z-Squared Design Facility. Opened and occupied as of October 2007, this San Jose, California building was designed to meet a net-zero-energy/zero-carbon-emissions (Z-squared) target. Notably, it is a remodel of a commonplace 1960’s-era tilt-up concrete structure that once served as a corner bank. Z-squared performance was achieved through simple, affordable strategies, including daylighting, radiant heating, ground source heat pump cooling, advanced insulation and glazing and reduced computer and appliance loads through careful equipment selection and wiring.

Googleplex, Google's headquarters in Mountain View, California, completed a 1.6 megawatt photovoltaic campus-wide renewable power generation system. Google (and others) have developed advanced technology for major reductions in computer-server energy consumption (which is becoming a major portion of modern zero-energy commercial building design, along with daylighting and efficient electrical lighting systems).

Hudson Valley Clean Energy in Rhinebeck, NY has proven it is zero net energy. 15kw of solar pv, geothermal heating and cooling and air tight construction allow this building to generate more energy than it consumes to heat, cool and power the building. After one year of operation the unassuming metal building generated more than 110% of total energy consumption.

ZEB development efforts
Wide acceptance of zero energy building technology may require more government incentives or building code regulations, the development of recognised standards, or significant increases in the cost of conventional energy.

The Google photovoltaic campus, and the Microsoft 480-kilowatt photovoltaic campus relied on U.S. Federal, and especially California, subsidies and financial incentives. California is now providing $3.2 billion USD in subsidies for residential-and-commercial near-zero-energy buildings, due to California's serious electricity shortage, frequent power outages, and air pollution problems. The details of other American states' renewable energy subsidies (up to $5.00 USD per watt) can be found in the Database of State Incentives for Renewables and Efficiency. The Florida Solar Energy Center has a slide presentation on recent progress in this area.

The World Business Council for Sustainable Development has launched a major initiative to support the development of ZEB. Led by the CEO of United Technologies and the Chairman of Lafarge, the organization has both the support of large global companies and the expertise to mobilize the corporate world and governmental support to make ZEB a reality. Their first report, a survey of key players in real estate and construction, indicates that the costs of building green are overestimated by 300 percent. Survey respondents estimated that greenhouse gas emissions by buildings are 19 percent of the worldwide total, in contrast to the actual value of roughly 40 percent.


Advantages and disadvantages of ZEBs
ZEB advantages

  • isolation for building owners from future energy price increases

  • increased comfort due to more-uniform interior temperatures (this can be demonstrated with comparative isotherm maps)

  • reduced requirement for energy austerity

  • reduced total cost of ownership due to improved energy efficiency

  • reduced total net monthly cost of living

  • improved reliability - photovoltaic systems have 25-year warrantees - seldom fail during weather problems - the 1982 photovoltaic systems on the Walt Disney World EPCOT Energy Pavilion are still working fine today, after going through 3 recent hurricanes

  • extra cost is minimized for new construction compared to an afterthought retrofit

  • higher resale value as potential owners demand more ZEBs than available supply

  • the value of a ZEB building relative to similar conventional building should increase every time energy costs increase

  • future legislative restrictions, and carbon emission taxes/penalties may force expensive retrofits to inefficient buildings

  • Potential ZEB disadvantages

  • initial costs can be higher - effort required to understand, apply, and qualify for ZEB subsidies

  • very few designers or builders have the necessary skills or experience to build ZEBs

  • possible declines in future utility company renewable energy costs may lessen the value of capital invested in energy efficiency

  • new photovoltaic solar cells equipment technology price has been falling at roughly 17% per year - It will lessen the value of capital invested in a solar electric generating system - Current subsidies will be phased out as photovoltaic mass production lowers future price

  • challenge to recover higher initial costs on resale of building - appraisers are uninformed - their models do not consider energy

  • climate-specific design may limit future ability to respond to rising-or-falling ambient temperatures (global warming)

  • without an optimised thermal envelope embodied energy and resource usage is higher than needed. Although most all net-zero buildings do use high insulation and tight building shells to lower the size and cost of the renewable energy systems.

  • while the individual house may use an average of net zero energy over a year, it may demand energy at the time when peak demand for the grid occurs. In such a case, the capacity of the grid must still provide electricity to all loads. Therefore, a ZEB may not reduce the required power plant capacity.


  • Zero energy building versus green building
    The goal of green building and sustainable architecture is to use resources more efficiently and reduce a building's negative impact on the environment. Zero energy buildings achieve one key green-building goal of completely or very significantly reducing energy use and greenhouse gas emissions for the life of the building. Zero energy buildings may or may not be considered "green" in all areas, such as reducing waste, using recycled building materials, etc. However, zero energy, or net-zero buildings do tend to have a much lower ecological impact over the life of the building compared with other 'green' buildings that require imported energy and/or fossil fuel to be habitable and meet the needs of occupants.

    Because of the design challenges and sensitivity to a site that are required to efficiently meet the energy needs of a building and occupants with renewable energy (solar, wind, geothermal, etc), designers must apply holistic design principles, and take advantage of the free naturally occurring assets available, such as passive solar orientation, natural ventilation, daylighting, thermal mass, and night time cooling.

    Green building certifications do not require a building to have net zero energy use, only to reduce energy use a few percentage points below the minimum required by law. And, many Green building certification programs (such as the Leadership in Energy and Environmental Design developed by the U.S. Green Building Council, and Green Globes, all involve evolving check lists that are measurement tools, not design tools. Inexperienced designers or architects may cherry-pick points to meet a target certification level, even though those points may not be the best design choices for a specific building or climate.


    Zero-energy buildings worldwide

    Germany
    Technische Universität Darmstadt won first place in the international zero energy design 2007 Solar Decathlon competition, scoring highest in the Architecture, Lighting, and Engineering contests
    "Self-Sufficient Solar House " Fraunhofer Institute's (ZEB), Freiburg, Germany

    Canada
    In Canada the Net-Zero Energy Home Coalition is an industry association promoting net-zero energy home construction and the adoption of a near net-zero energy home (nNZEH), NZEH Ready and NZEH standard. The Canada Mortgage and Housing Corporation is sponsoring the EQuilibrium Sustainable Housing Competition that will see the construction of twelve zero-energy and near-zero-energy demonstration projects across the country by the end of 2008, the Now House Project, which is a retrofit of a postwar home. The Edmonton project is a duplex in Riverdale, currently at the rough-in stage. [28] The EcoTerra TM House is Canada's first nearly net zero-energy housing built through the CMHC EQuilibrium Sustainable Housing Competition. The house was designed by Dr. Masa Noguchi of the Mackintosh School of Architecture for Alouette Homes and engineered by Prof. Dr. Andreas K. Athienitis of Concordia University.

    United States
    In the U.S., ZEB research is currently being supported by the US Department of Energy (DOE) Building America Program , including industry-based consortia and researcher organizations at the National Renewable Energy Laboratory (NREL), the Florida Solar Energy Center (FSEC), Lawrence Berkeley National Laboratory (LBNL), and Oak Ridge National Laboratory (ORNL). From fiscal year 2008 to 2012, DOE plans to award $40 million to four Building America teams, the Building Science Corporation; IBACOS; the Consortium of Advanced Residential Buildings; and the Building Industry Research Alliance, as well as a consortium of academic and building industry leaders. The funds will be used to develop net-zero-energy homes that consume at 50% to 70% less energy than conventional homes.

    DOE is also awarding $4.1 million to two regional building technology application centers that will accelerate the adoption of new and developing energy-efficient technologies. The two centers, located at the University of Central Florida and Washington State University, will serve 17 states, providing information and training on commercially available energy-efficient technologies.

    According to Energy Design Update (February 2007), one home in the United States has demonstrated 12 months of data showing net-zero-energy performance; that house, located in Wheat Ridge, Colorado, was built by Metro Denver Habitat for Humanity, with help from NREL engineers.

    The U.S. Energy Independence and Security Act of 2007 created 2008 through 2012 funding for a new solar air conditioning research and development program, which should soon demonstrate multiple new technology innovations and mass production economies of scale.
    One of the most comprehensive modern compilations of information on this subject is the U.S. Department of Energy (DOE) Oak Ridge National Laboratory (ORNL) Building Technology group "Thermal Performance of the Exterior Envelopes of Whole Buildings Tenth International Conference" held December 2007. The popular Zero Energy Design[34] DOE/ORNL Workshop materials include an 800-page eBook, 500 presentation slides, and related support materials.
    zHome is a 10 unit zero energy community utilizing detailed energy modeling to achieve true zero net energy, located in Issaquah, WA. Key zero energy features of zHome include a hyper insulated shell, ground source heat pump for heating and hot water, and photovoltaic panels. This project is scheduled for completion at the end of 2009. zHome is believed to be the first production, multifamily, fully zero net energy community in the United States.

    New Leaf America, founded by zero-energy pioneer Chris Prelitz, offers a web based, climate specific roadmap for U.S. homeowners. Weatherization, behavior change, conservation, efficiency, and passive solar strategies are identified to ready homes for the most efficient renewable system needed to offset total energy demand.

    The 31 Tannery Project, located in Branchburg, New Jersey, serves as the corporate headquarters for Ferreira Construction, the Ferreira Group, and Noveda Technologies. The 42,000-square-foot (3,900 m2) office and shop building was constructed in 2006 and is the 1st building in the state of New Jersey to meet New Jersey's Executive Order 54. The building is also the first Net Zero Electric Commercial Building in the United States.
    [edit]United KingdomFurther information: Energy efficiency in British housing
    In the United Kingdom, in December 2006 the government announced that by 2016 all new homes will be zero energy buildings. To encourage this, an exemption from Stamp Duty Land Tax is planned.

    Ireland
    In 2005 Scandinavian Homes launched the worlds first standardised passive house in Ireland, this concept makes the design and construction of passive house a standardised process. Conventional low energy construction techniques have been refined and modelled on the PHPP (Passive House Design Package) to create the standardised passive house. Building offsite allows high precision techniques to be utilised and reduces the possibility of errors in construction.

    Malaysia
    In October 2007, the Malaysia Energy Centre (PTM) successfully completed the development and construction of the PTM Zero Energy Office (ZEO) Building. The building has been designed to be a super-energy-efficient building using only 286 kwh/day. The renewable energy - photovoltaic combination is expected to result in a net zero energy requirement from the grid. The building is currently undergoing a fine tuning process by the local energy management team. Findings are expected to be published in a year.


    [source : wikipedia]

    Link :

    One of North America's greenest buildings set to open May 29

    Green building

    15 of The Greenest Buildings in The World

    World's First Double Platinum Green Building

    Fastest Electric Cars

    Shelby SuperCars Aero
    The Aero EV debuted mid-2008 with some shocking statistics: a twin motor AESP producing 1,000 hp, 60 mph in a mere 2.5 seconds, and a top speed of 208 mph.

    Shelby SuperCars already holds the distinction for the world’s fastest production car, the 2009 SSC Ultimate Aero (270 mph). While some of the claims for the new Aero EV seem outlandish, such as a 10 minute charge-time on a standard 110 outlet and a 150-200 mile range on a single charge, this doesn’t stop it from being the king of this list of high-performance machines.


    The custom 1972 Electric Datsun

    The 1972 Datsun pictured above inspired this list, after we posted about it recently. Ultimately, I wanted to see if this custom-mod was really the world’s fastest car, and it didn’t disapoint at 2nd place. From the outside, you wouldn’t expect a high-performance monster, but this thing rockets from 0 to 60 in 2.95 seconds, taking a quarter-mile in 11.46 seconds with a 114.08 mph trap speed. The top speed of the car is estimated to be 130 mph.

    Unlike other cars on this list, the Datsun—even with expensive lithium-ion batteries—costs only $35,000.

    Watch the video below!


    Wrightspeed X1


    The X1 uses a 3-phase AC induction motor and inverter from AC Propulsion, which catapults it from 0-60 in 3.07 seconds. There’s no clutch, no shifting, and first gear will take you all the way to 112 mph. The electrical system is powered by lithium polymer batteries, which is a variation on lithium-based systems we’ve highlighted before. The X1 has a 100 mile range and reaches an overall equivalent of 175 MPG.

    You can see the X1 smoke a Ferrari and a Porsche in this video:

    L1X-75

    The carbon-fiber, 600hp L1X-75 is a confusing case because we’re not sure it really exists. Apparently, Popular Mechanics writers discovered it at the 2007 New York auto show, quoting pickup of 0-60 in 3.1s and a top speed of 175 mph. They even had a video to prove it, which is (sadly) no longer available.

    According to Motor Authority, the car was developed as a joint venture between Hybrid Technologies Inc. and Mullen Motor Company, which makes a gasoline version ranked as the 7th fastest American production car.

    But if you take a look at the Hybrid Technologies website, all you’ll find is something called the LiV RUSH, which would be knocked off this list for taking 5s to get to 60mph. Mullen Motor’s website shows a GTEV with 0-60mph acceleration time of 4.5s.

    AC Propulsion tzero Roadster


    The tzero (pronounced tee-zero) only needs 200 horsepower to rocket from 0 to 60 mph in 3.6 seconds, due to a light-weight body. Built by San Dimas, CA-based AC Propulsion, the car has apparently owned both Porsche 911s and Corvettes, and even a Ferrari F355 in 1/8-mile drag race.

    AC Propulsion has apparently manufactured the car since 1997, starting with lead-acid batteries and then moving to lithium-ion which extended the range from 100 to about 300 miles per charge.

    Don’t expect to see this one on the street: it’s a $220,000 prototype that probably won’t ever be more than a proof-of-concept.

    Tesla Roadster

    Tesla has been the darling of electric car afficionados for some time, mostly because they’ve produced a great car that is both available and, to some, affordable. Even though the Roadster’s top speed is electronically limited at 125 mph, it’s great to see it make a strong showing on this list with an acceleration of 0 to 60 mph in under 4 seconds.

    Besides the roadster, Tesla has a sedan in the works (the Model S), which just debuted last week.

    Check out the 248 peak horsepower output in this video (thanks Huddler):



    Eliica



    While it looks like something out of a bad scifi movie, the Eliica—even with 8 wheels—accelerates faster than a Porsche 911 Turbo. The Eliica (which stands for Electric Lithium-Ion Car) was built by a team at Keio University in Tokyo under the direction of the inventor, Hiroshi Shimizu.
    Looks aren’t everything: the 640 hp eight-wheel drive hits 60 mph in 4 seconds and has been clocked at Italy’s Nardò High Speed Track at an impressive 230 mph. Under the right conditions, the Eliica team claims it could clear 250 mph.
    Don’t expect to see this one anywhere. Price tag: $255,000 US

    Rinspeed iChange



    This is another concept car we profiled recently. Debuting at the 2009 Geneva Auto Show, the Rinspeed iChange has the unique distinction of actually being able to change it’s body shape to suit passengers numbers.
    More importantly, it looks pretty badass, and can accelerate from 0-62 mph in just over four seconds, with a top speed of 137 mph. For more detail: Rinspeed iChange EV Changes Shape To Suit Passenger Numbers

    Tango



    Let me cut you off: I don’t believe it either. How can something that looks like this ever be taken seriously? Commuter Cars, the manufacturer of this vehicle, claims in all seriousness that this is the ‘world’s fastest urban car’.
    Statistically speaking–if you take their word for it–this is true: 0-60mph in 4s and a top speed of 120mph. I’m not sure how this thing would bank sharp turns, though the company website said the Nascar roll cage is designed for 200mph crashes.
    And yes, they do exist. George Clooney has one. Check out some really low-quality video here.
    And check out everything you wanted to know in this 24-minute video:



    Dodge Circuit EV



    This may be one of the more controversial cars on the list: the Dodge Circuit EV has been called little more than a re-badged Lotus toy, since it’s actually a retooled Lotus Europa. It’s also been called by our very own Jo Borras a “marketing exercise (at best) and a con (at worst).”
    Whether that’s true or not, the prototype has a 268 hp electric that produces 480 lb-ft of torque and a reported top speed fo 120 mph.
    The Circuit appeared at the 2009 Detroit auto show and could portend future electric models in Chrysler’s lineup


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    Cyclone Power : Application Instruction

    intro
    We may not yet have a flux capacitor for time travel, but we do already have the equivalent of "Mr. Fusion", which if cleverly applied, will enable you to run your car on everyday "trash"-- today. This "magical" device is called a gasifier. And what it does is called gasification.

    Gasification is the use of heat to tranform solid biomass, or other carbonaceous solids, into a synthetic "natural gas like" flammable fuel. Through gasification, we can convert nearly any solid dry organic matter into a clean burning, carbon neutral, gaseous fuel. Whether starting with wood chips or walnut shells, construction debris or agricultural waste, the end product is a flexible gaseous fuel you can burn in your internal combustion engine, cooking stove, furnace or flamethrower. Or in this case, your DeLorean. Well ok, how about a Honda Accord . . .

    Sound impossible?

    Did you know that over one million vehicles in Europe ran onboard gasifiers during WWII to make fuel from wood and charcoal, as gasoline and diesel were rationed or otherwise unavailable? Long before there was biodiesel and ethanol, we actually succeeded in a large-scale, alternative fuels redeployment-- and one which curiously used only cellulosic biomass, not the oil and sugar based biofuel sources which famously compete with food.

    This redeployment was made possible by the gasification of waste biomass, using simple gasifiers about as complex as a traditional wood stove. These small-scale gasifiers are easily reproduced (and improved) today by DIY enthusiasts using simple hammer and wrench technology.

    The goal of this project is to show you how to do it - using tools you can find at Sears!

    Here's a video of us driving the finished Honda Accord around West Oakland - and over to Sears in downtown to pick up some more tools! Fire was kept only in the gasifier. And everyone made it home with smiles on their faces.

    step 1 : The Goal: Honda + Gasifier


    We developed the open source Gasifier Experimenter's Kit as a flexible-fuel biomass processor to produce a gaseous fuel (syngas). The syngas produced by our GEK can be used to power generators, heaters and motors (nearly anything that could be run on propane), so we decided to build a concept car powered by our GEK unit.

    How does that work?

    In a normal car, liquid gasoline is injected into the cylinders while air is sucked in to burn it. The GEK produces a syngas fuel not a liquid - similar to natural gas. So we can't just dump it into the gas tank and run the engine as usual.

    What we'll do is to disable the Honda's gasoline fuel injectors and route our syngas in through the engine's air intake. We'll install a somewhat modified version of our standard GEK unit into the trunk area, with a fuel tube going up to the Honda engine in front.

    The only modification to the Honda engine is that we disable the fuel injectors, and tee the air intake to allow pulling in our syngas along with the air. In fact, the Honda engine still can be run on gasoline when we are finished - all that's needed is to flip a switch to re-enable the fuel injectors.

    Easier said than done! Read on to see how to do it . . . maybe . . .



    step 2 : Tools and Parts


    The vehicle was built at the ALL Power Labs shop. We've got a lot of fun tools, but you could build this project with just power tools you'd find at Sears. I'll note what your alternatives are below.

    Tools we used:
    • Power tools - we used all of 'em! drill, grinder, reciprocating saw, flashlight, belt sander, circular saw, etc.
    • Socket set, wrench set, vice grips, etc.
    • MIG welder, plasma cutter (hand and CNC). All you really need is MIG and a cutting torch, the rest of it was us just getting fancy. You could also use a reciprocating saw with metal cutting blade instead of a cutting torch, although that would take a bit longer.
    • Bench chop saw with metal cutting blade is helpful but not required
      Sheet metal cutters, benders, rollers. This is because we fabricated entirely from sheet steel. To avoid the bending and rolling the easy thing is to start with a recycled metal tank as described in step 5.
    • Car jack. We've got the fancy garage type lifter, but any car jack will do.
    • Shop vac to clean up spilled fuel messes, and clean out reactor
    • For the electronics - soldering tools, wire strippers, crimper
    Parts :

    The complete GEK Gasifier is designed so that it can be constructed from the lowest cost and most commonly available parts. It is nearly all common sheet steel and plumbing parts. The Honda conversion also does not use any expensive or hard to find components - total raw material and parts cost for this project is probably about $1000 if you build everything yourself.
    • You need to supply a working vehicle. We used a 1987 Honda Accord, but most cars should be ok
    • Our GEK Gasifier kit. We supply CAD files so you can fabricate totally from scratch, or you can purchase parts kits from us at various stages of assembly. Fabrication and/or assembly of the GEK using our plans or kits is detailed in our Instructables Series.
    • Miscellaneous plumbing pipes, tubes and ball valves
    • Sheet steel and a few square steel rods
    • Miscellaneous nuts and bolts
    • Reactor Control Unit (parts kit available soon from ALL Power Labs)
    step 3 : Safety


    There are a lot of potential dangers with this project.
    We recommend you always have a responsible adult present when building your Trash Powered Honda. Cars are big! Heavy! And have lots of moving parts that can squash or grind you up!
    Gasifiers produce gases which are very good for engines, but very bad for humans. Thus please remember the following whenever you run a gasifer
    Warning: A gasifier is a dangerous thermo-chemical device. Like most useful tools, it will do damage if used incorrectly. A gasifier purposely generates carbon monoxide and other dangerous volatile organic gases as an interim step before complete combustion of the gas in a flare or engine. Acute exposure to carbon monoxide can be harmful or fatal. It is colorless, odorless, and will quickly colonize your hemoglobin, leaving no sites left for oxygen to land. Exposure to other VOCs is similarly problematic. In short, it is somewhat like smoking cigarettes, just exponentially worse. In fact, a cigarette is an updraft gasifier, a close cousin to what you are building in steel with the GEK

    So don't be an idiot. Don't smoke. And certainly don't smoke the equivalent of 100 cigarettes simultaneously by breathing in any leaking gas from your GEK. Always use a gasifier outdoors, and with extensive ventilation. Always stay out of the smoke and/or produced gas before it is combusted. Know that this is NOT typical campfire smoke. Do NOT treat it as if it were. The carbon monoxide concentrations in gasifier gas are higher than in other "smokes". You can get in trouble quickly, usually before you realize it. SO STAY OUT OF GASIFIER GAS AT ALL TIMES.

    Always have a fast reacting carbon monoxide meter in the area where you are working. Ideally, hang one on a tether around your neck. Carbon monoxide meters are available at more hardware stores in the smoke detector section.

    And remember that with just one extra oxygen, CO becomes CO2. It is a very easy oxidation pathway, thus why syngas burns so cleanly.


    step 4 : History, Theory and Overview


    The GEK gasifier design is based on a nozzle and constriction (Imbert type) downdraft reactor. This was the typical gasifier reactor type of WWII, and still the usual starting point for generating low tar wood gas to power internal combustion engines. The GEK design combines all common Imbert type variations into a single configurable reactor, with easy adjustability of all critical dimensions. Gasifier geeks will swoon to know that it supports:
    • variable combustion / reduction zone size and shape (tube, bell, inverted V, hourglass)
    • variable air nozzle position and size
    • air preheating (or lack there of)
    • active tar recycling into incoming air
    • variable air injection architecture (air from top, bottom, or side annular ring)
    • "monorator" type condensing hopper
    • rotary grates/stirrer additions
    The GEK Imbert reactor standard sizing and configuration is known to produce clean syngas when operated by a knowledgeable enthusiast. This default configuration will run 5-20hp engines. We've expanded the internal sizes for the Honda Accord project so it can support the 70HP or so Honda engine.

    The graphics below show the usual components for a full gasification system: Gasifier, cyclone, filter, radiator, fan, burner. The GEK improves on the 60 year old standard a bit, which we will explore in more detail in the Fabricating the GEK Instrucable

    step 5 : Different ways to make the GEK


    The GEK building scenario let's you decide the relative amount of "effort vs cost" you want to invest towards your finished unit. The basic vessel dimensions are based on common scrap tanks found in North America, so you can choose to build it for minimum money with the dimensions, instructions and CAD files provided here. The local junkyard will give you all the greasy obtainium scrap tanks you need. Or you can build the GEK from clean and purpose cut sheetmetal, also using the CAD files provided here.

    For the obtainium route, you will need scrap tanks of 10", 12" and 14.75" diameters. 10" is typical for hand held air transfer tanks and some truck pony tanks. 12" is typical for 5 and 10 gal propane tanks. 14.75" is typical for a 100lb/25gal propane tank. (Warning: There's a surprising amount dimensional variation on "standardized tanks" between different tank manufacturers. This can complicate the fit of flanges and end plates to the scrap tanks.)

    The more elegant way to build the GEK is from purposed cut and rolled sheetmetal. Sheet metal is still very inexpensive, and you will have better dimensional control than via the obtainium route.

    You can cut the sheetmetal to make the vessel tubes, flanges and end plates, using a gas torch or plasma cutter. Potentially even a sawzall, but ugh! Ideally, the tool for the task is CNC plasma cutter, which can run off the CAD files provided here. Many "manufacturing on demand" providers offer cnc plasma cutting services, so you could order in perfectly cut sheet metal to get you started, and not spend all your enthusiasm fighting the prep work. ALL Power Labs can also provide readymade sheet metal and plumbing kits. See here for more information about readymade kits.

    Hopefully one of the above scenarios will find a good match with your abilities, time and money available. Whichever route you choose to build the GEK, the final unit is the same, and thus experiments and customizations are easily sharable across the GEK user community.

    step 6 : Fabricating the basic GEK


    The standard GEK gasifier system consists of the following seven components. For the Honda GEK we made a few slight changes to the standard GEK design which are noted below (and detailed in later steps here).

    Gas making:
    1. Gas cowling and ash grate (for honda - cowling built into box, grate has motor mount)
    2. Downdraft reactor (for honda: larger reduction bell)
    3. Fuel hopper (for honda: shaped to fit behind rear window)

    Particulate clean-up:
    4. Cyclone (no change)
    5. Packed bed filter (no change)

    Gas combustion:
    6. Centrifugal vac/blower (no change)
    7. Swirl burner (no change)

    We will be building each of these components separately in a "slight detour Instructable" dedicated to the welding project. After we're finished, we'll return right here to consider the final assembly and preparation for the first test run.

    CAD drawings for all the sheet metal parts and assembled vessels are below, as well as on the download page of the main GEK site at: http://www.allpowerlabs.org/gasification/gek/downloads.html

    And now, get you MIG welders ready, its time to fabricate your GEK . . .

    step 7 : Assembling the GEK and preparing for fire


    With basic GEK welding complete, now we can assemble and prepare for fire. No Honda is required for this. When you are finished assembling your basic (or modified) GEK, it will look like one of these.

    Well, you might have to apply a bit of paint first. You are welcome to paint your GEK in any manner you like. Though we do suggest you use high temp paint commonly found at any auto store. The 500F paint is fine. You do not need the 1200F paint

    Once your paint is dry, there are seven components we'll be assembling, just like there were seven components we just welded together:

    - Gas Cowling
    - Downdraft Reactor Insert
    - Cyclone
    - Pack Bed Filter
    - Axial Fan
    - Swirl Burner
    - Fuel Hopper

    For the standard GEK: the gas cowling, reactor and hopper bolt together into a single vertical assembly. The cyclone, packed bed filter and blower similarly bolt together into a single vertical assembly. These two assemblies attach together via the gas outlet flange to the cyclone. A soft hose attaches the blower to the swirl burner. And then, fire!

    The details of how to accomplish this require another "slight Instructable detour", though we promise not to send you through the ringers of previous. You're now through the hard part. It's all downhill coasting from here to 88MPH.

    Click here for the GEK final assembly and first firing preparation instructable.

    step 8 : Proof of concept testing: first fire


    With the GEK now together, we hooked it up to a prototype of our electronic Reactor Control Unit (described later) and ran the output to a 2kw 4-stroke generator. This was to simulate more or less what we were planning for the Honda. Somewhat surprisingly, it worked!
    Watch the video here.


    step 9 : Prep the Honda Trunk Mount


    The trunk of the Honda seemed like a good spot to put the GEK!
    • Cut out the trunk floor along the inside of the frame struts
    • Remove the trunk hatch
    • Fabricate 2 heavy duty mounting pins. The mount system allows rotating the mounted
    • GEK for access, then pinning in place during driving.
    • Weld / bolt the mounting pins to the frame struts


    step 10 : Fabricate a frame for the gasifier


    When we started out, we were going to get a bit fancy and have a hopper alongside the GEK to hold the fuel. This would be great because the GEK heat would help dry the fuel in the hopper, and the form factor would be more compact. Unfortunately - the alongside hopper requires an auger to move the fuel up and over into the GEK reactor, and this auger proved to be a difficult piece of engineering. So you'll see parts of the hopper with auger bits in them, but ultimately we have not yet gotten the auger fully functioning, and it is not needed with a much simpler over-head hopper.The hopper box frame is sized to hold the GEK, and to fit into the trunk opening in the honda.



    step 11 : Install the cyclone


    We started with the standard GEK cyclone, and fitted it into the hopper/box as well.
    In the photos here we also dropped the box into the car. Actually to be more accurate, we dropped the car onto the box using a car jack, the box just sat in place.


    step 12 : Install the grate, jigglerator, and dump ports


    At the bottom of the GEK cowling is the standard GEK ash grate for holding up the fuel in the gas producing reduction zone, and allowing ash to filter out the catch basin. In a standard GEK the grate has an external bar for turning by hand.

    We connected the grate drive shaft to a windshield wiper motor mounted to the bottom of the box, so that it can be turned automatically. We call it the JIGGLERATOR. although we do love its name, testing of the vehicle showed that at least in city driving, the car bumps around enough by itself to unclog any fuel jams.
    Also on the bottom are dump ports for ash and water condensate from the output syngas.



    step 13 : Air Intake With Butterfly Valve


    The syngas and air are both going into the Honda engine via the original air intake. That means the Honda engine can no longer control its own fuel/air mix. We built a new air intake with a butterfly valve so that we can control the fuel to air mix ratio.

    The fuel to air mix needs adjustment while the car is driving, so we added a servo control which can be operated from the driver seat.

    - The new airtake starts with a length of 2" diameter PVC pipe.
    - The butterfly valve is a fender washer that matched the ID of the pipe.
    - The fender washer is screwed to a 1/4" diameter aluminum rod
    - The aluminum rod goes through 2 holes drilled across the pipe
    - The servo turns the rod to open and close the valve.



    step 14 : Syngas Piping from gasifier in back to engine in front


    - Chop off the end of the air intake tube from the Honda
    - Add a coupler and tee
    - The syngas is routed to the back of the car - using flexible tubes in front and in the rear, underneath the car we made a rectangular steel tube for strength. See photo notes.
    - Our custom servo controlled butterfly valve is installed as the new air intake. The valve lets us control the fuel to air mix now that both are going into the original air intake.


    step 15 : Solid Fuel Auger - Not Used In Current Design


    Originally we wanted to have the hopper alongside the GEK reactor to hold the biomass fuel. It had the advantage of a more compact form factor, plus the GEK heat could help dry the fuel to allow using wetter fuels. But, it requires a way to transport the solid biomass fuel up and over to load the GEK reactor

    We built several solid fuel augers, but soon discovered that it is a difficult engineering problem when you want to run an auger up from horizontal, or in our case, about 45 degrees. We currently run the vehicle with the typical top-mounted gravity-fed GEK hopper, which is simple and reliable. We hope to get the auger working eventually but for now you can refer to our prototypes and hopefully learn something about all the ways that auger can not work.

    We built and tested 2 different auger designs. Generally, they would work for certain fuel size and shape, but when the particulars changed, they would either jam or fail to move/lift the fuel. The GEK reactor will run on a wide range of solid biomass as long as it is chipped or chopped into chunky bits from about 3/8" to 1.5". All diagnoal designs we tested were much more fuel sensitive than the gasifier itself. Watch the video here.


    step 16 : GEK Reactor Modifications and Instrumentation


    We made a few changes to the basic GEK reactor design:
    • Increased the size of the reduction bell, this increases power output compared to the standard GEK design, which was needed to produce syngas fast enough for the Honda engine
    • Added instrumentation - 4 thermocouples and 2 pressure sensors. These aren't really needed for operation, but we built this as a research design so we like to know what is going on inside.
    See the photos for how we routed the thermocouples into the GEK so that they are durable and don't interfere with operation.



    step 17 : Reactor Control Unit (RCU) - aka "THE BRAIN 2"


    Any modern car has an Electronic Control Unit, or ECU, which monitors and controls the engine function and keeps everything working. It is often called the Brain of the car. One of the Honda ECU's main functions is to properly inject gasoline into the engine, and monitor the fuel/air mix. Since we are doing some Serious Monkeying Around with both of those pathways in order to replace the gasoline with our Gasifier produced syngas, we built our own Reactor Control Unit (RCU) - also known as THE BRAIN 2.

    The RCU taps into the Honda ECU to bypass its control of the fuel injectors and fuel/air mix. It also has several other functions:
    • Sense if the fuel mix is lean or rich. We use the existing oxygen sensor from the Honda and access it where it connects to the Honda ECU (Honda's stock ECU is their brain for running the car).
    • Control our new fuel/air mix butterfly valve. We drive a servo from a dial mounted on the dash. We also have a switch on the dash that can toggle between Manual fuel/air mix control, and Automatic fuel/air mix control. In Auto mode our RCU uses a closed-loop feedback to automatically adjust the air/fuel mix, just like the Honda ECU does when running on gasoline.
    • A control for the grate jigglerator motor (fuel unclogging system)
    • A sensing and control loop for steam injection into the gasifier, when there is adequate heat. The GEK in the this Honda has a variety of heat recycling systems which result in a surplus of heat in the gasifier, heat which can be usefully consumed via more steam over the glowing char in the reactor, and thus a more hydrogen rich gas output.
    • A solid fuel level sensor and auger motor control. Not used in the current non-auger design.
    • A USB connection to a laptop, we send all the sensor data to the laptop to display it. The Co-pilot can check the readings on all the instrumentation - thermocouples, pressure sensors, oxygen sensor, and all the motors can be activated manually by the copilot.
    • A switch to disable or enable the electronic fuel injection. we again tapped into the Honda ECU for this.
    Our Reactor Control Unit is built with a SiLabs 8051 devkit with a custom expansion board plugged to it. There are 12 thermocouple jacks, 4 pressure sensors, 4 30-amp H-bridges for motor drive, a USB connection for a data display laptop, etc....



    step 18 : Cockpit


    The air/fuel mix knob and manual/auto switch are just next to the wheel for the driver.
    The Copilot can watch all the sensors via the laptop display, and make changes to any of the motors or the air/fuel mix as well.
    The laptop also logs the readings so we can see what worked and what didn't.


    step 19 : Final GEK reassembly for Honda


    - Install reactor into cowling (standard GEK method with sealing tape)
    - Add perlite between GEK inner and outer cowlings (standard)
    - Bolt on the gas filtration unit (standard)
    - Bolt hopper on top of reactor. We made a thinner hopper than the standard one so so it fits behind the rear window.


    step 20 : Blow-off and output syngas valves


    When starting up the GEK reactor its convenient to be able to get it going without having the Honda engine running. We put a tee on the GEK syngas output so we can send it either to the engine or to cyclone burner flare-off. Once the reactor is up to temperature and running well, we can shut off the cyclone and start the car on syngas.



    step 21 : Load Solid Fuel and Ignition!


    Hey man, can i borrow your shoes? No? Well, how about some wood chips? Or those peanut shells you are throwing everywhere?



    step 22 : Ready!!! GO! 88MPH here we come . . .




    step 23 : Assembly with auger - Not used in current design


    We tested the auger-based design once, here are the fully assembled photos.
    These include an optional system to eject the co-pilot out the sunroof, through a feed tube and into the hopper.


    step 24 : More Information


    This instructable explains how to retrofit a Honda Accord (or nearly any car) with our Open Source Gasifier Experimenter's Kit (GEK) to power it. In this project we cover modifications to the standard GEK Gasifier that are needed, details specific to its installation into the Honda, and modifications to the Honda itself. All standard GEK Gasifier construction and operation details are covered in the sub-projects below.

    Check the Building the GEK Instructable to learn how to fabricate the standard GEK gasifier vessels.

    Check the Assembling the GEK Instructable to learn how to assemble the GEK vessels into a working GEK Gasifier

    Check the Running the GEK Instructable to learn how to start and operate the GEK to produce syngas.

    For more info and extra pictures about this project, see the main GEK site at: http://www.allpowerlabs.org/gasification/gek/index.html

    For general information on how gasification works, see: http://en.wikipedia.org/wiki/Gasification

    To learn about ALL Power Labs, the group that created the Trash Powered Honda and the Open Source Gasifier Experimenter's Kit, check our website: ALL Power Labs
    [source : www.instructables.com]

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    2. TURBOCHARGER
    3. HYBRID ENGINE
    4. Engine Technologies

    Cyclone Power Technologies

    The Cyclone Engine, the green revolution engine, uses an external combustion chamber to heat a separate working fluid, de-ionized water, which expands to create mechanical energy by moving pistons or a turbine. 

    Since the combustion is external to the mechanism, the Cyclone engine can run on any fuel… liquid or gaseous. Ethanol, diesel, gasoline, biomass … anything from municipal trash and agricultural waste to traditional fossil fuels can power the Green Revolution Engine – individually, or in combination. Initial tests of the engine used fuels derived from orange peels, palm oil, cottonseed oil, and chicken fat … none of which are impacted by cartels, hostile governments or dwindling reserves.

    Whereas almost anything can go into a Green Revolution Engine, almost nothing comes out. It is exceptionally environment-friendly because the combustion is continuous and more easily regulated for temperature, oxidizers and fuel amount. Lower combustion temperatures and pressures create less toxic and exotic exhaust gases.

    The engine’s uniquely configured combustion chamber creates a rotating flow that facilitates complete air and fuel mixing, and complete combustion, so there are virtually no emissions. Less heat is also released. Exhausted gases run through a heat exchanger before leaving the engine, lowering the temperature at release to about 350 degrees … hundreds of degrees lower than internal-combustion exhaust.

    Versatile and clean, the Green Revolution Engine also travels without an “entourage” of costly, complicated components. It needs no catalytic converter … no radiator … no transmission … no oil pump (and no oil … the engine is water-lubricated). Eliminating these subsystems reduces cost… engine size and weight… and energy loss. And it increases efficiency and reliability.


    Cyclone Power Technologies has introduced a new engine which they say runs on waste heat. Previously, engines from Cyclone Power utilized external combustion. The Waste Heat Engine (WHE) is capable of running on any heat source and is said to work at fairly low temperatures. Possible sources of heat include the sun, without the use of solar cells, and the heat from a running engine or exhaust. The engine appears similar to a radial engine at first glance, but is completely different in operation. Displacing about 155 cubic inches, the twelve cylinder engine isn't particularly small for the twenty horsepower that it is said to produce. Because of these dimensions, we're not expecting to see this engine under the hood of a vehicle already equipped with an internal combustion engine. For applications where space isn't really an issue, though, the WHE could potentially increase the efficiency of the overall power unit. See a video of the engine running and an interview here.

    [source : www.cyclonepower.com]

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    Green Diesel Technology Vehicles

    What is the technology in Green Diesel Technology® vehicles?
    This new technology utilizes the benefits of a catalyzed diesel particulate filter and ultra-low sulfur diesel fuel in combination with an exclusive International engine performance design that significantly lowers the emissions and odor of diesel-powered buses and trucks.

    Are Green Diesel Technology buses and trucks currently available?
    International Truck and Engine Corporation manufactures Green Diesel Technology school buses and trucks, and provides Green Diesel Technology retrofit kits for late-model diesel vehicles. Our Green Diesel Technology school buses have been in service in California since 2000. International’s no-smoke, no-smell diesel vehicles and retrofits are available to customers in markets where diesel fuel with sufficiently reduced sulfur content is available..

    How does this new technology work?
    International's modern, highly efficient engine with advanced hydro-electronics is the heart of the technology. Engine combustion is optimized to lower nitrogen oxide emissions by approximately 25%. The vehicle is fueled with ultra-low-sulfur diesel fuel (sulfur content of less than 15 parts per million). A catalyzed diesel particulate filter replaces the ordinary muffler. This three-level technology system makes it possible to cut gaseous hydrocarbons and particulate emissions by 99% from previous levels, to near-zero levels. International's Green Diesel Technology vehicles, using this system, will comply fully with 2007 Federal rules. For a graphic demonstration of how GDT works, click here.

    Is the after-treatment technology proven?
    Yes. Catalyzed regenerative particulate traps are widely used in European countries, such as Sweden, England and Germany, in transit buses, refuse haulers and diesel locomotives. Some individual trucks and buses equipped with this technology have accumulated more than 300,000 miles. After-treatment filters in Green Diesel Technology school buses have been in service in California, with highly satisfactory performance, since 2001.

    Will this technology affect the life of the engine?
    The service life of the engine will not be compromised in Green Diesel Technology vehicles.

    Can this technology be retrofitted on existing trucks and buses?
    Yes. The technology can be retrofitted on trucks or buses with International DT466 engines with serial number greater than 1194039 and on International T444E engines with serial number greater than 843990. For information on International's Green Diesel Technology retrofit kits, click here.

    What are the benefits of Green Diesel Technology vehicles?
    Modern Green Diesel Technology engines and vehicles enable truck and school bus customers to continue to rely on the performance and durability of International products and to meet clean-air requirements wherever the vehicles operate.
     
    What does the California Air Resources Board (CARB) say about Green Diesel Technology school buses?
    The California regulatory board in 2001 certified the clean-air Green Diesel Technology school bus for inclusion in its program to retire older buses from school districts. Under the CARB's current rules, the Green Diesel Technology school buses are qualified to share in state funding of new bus purchases by school districts.

    What is the Federal regulatory position on Green Diesel Technology vehicles? 
    The Green Diesel Technology system has been certified by the Federal agency. At an official ceremony in Washington D.C., International Truck and Engine Corporation was recognized by the U. S. Environmental Protection Agency (EPA) for producing a diesel engine that meets standards for particulate and hydrocarbon emissions six years earlier than a proposed federal deadline.

    Can Green Diesel Technology school buses be delivered to customers outside of California?
    Patrick Charbonneau, International's Vice President, Regulatory and Technology Affairs, states: "Schools can continue to rely on the power and fuel-efficiency of diesel buses, while helping to make their clean air goals. We can deliver these Green Diesel Technology buses not only to California, but to other parts of the country where the fuel is available." The availability of ultra-low sulfur diesel fuel is increasing, and will be phased in under a new Federal law.

    How has International achieved this clean-air diesel breakthrough?
    International has always been at the leading edge of diesel technology, frequently showing how to reach clean-air goals efficiently and ahead of government mandates. The Green Diesel Technology vehicle breakthrough is the next step toward diesel power without pollution. International has taken its high-performance, low-emission engine and fitted it with a special converter that runs on ultra-low sulfur diesel fuel. The results are brilliant. Particle emissions are reduced by more than 90 percent, which exceeds the stringent truck emission standards proposed by the U. S. Environmental Protection Agency. And it is better than the emissions of the next best alternative — compressed natural gas.

    source : www.greendieseltechnology.com

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    Fastest Wind-Powerd Car


    A British engineer has smashed the world land speed record for wind powered vehicle,becoming the fastest naturally powered human on the planet.Richard Jenkins clocked 126.1 mph in Greenbird,harnessing winds of just 30mph in the futuristic vehicle.


    The Greenbird that resembles a stretched missile with a giant fin,set the top speed on the dry bed of lake Ivanpah on the border of California and Nevada in the u.s.The team beat the previous American-held record of 116 mph,which was set by Bob Schumacher in the iron duck almost 10 years ago to the day at the same location.The fifth Generation Greenbird,which Jenkins designed and built on his 10 year quest to beat the record ,uses a combination of technology found in aircraft and Fomula 1 cars.
    “ it has been a incredibly difficult challenge” he said.” Half the challenge is technical,having to create a more efficient vehicle than the previous record holder and then the rest is luck,being in the right place ,at the right time,with the right people watching”. I think this was an interesting information and I also think there will be an another one to beat this Beast…

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    8. Fastest Car In The World : Thrust SSC

    Thrust SSC - Fastest Car In The World


    ThrustSSC is the most powerful, most extraordinary car ever to be designed to attack the Land Speed Record, and as the SSC (SuperSonic Car) in the name indicates, it is also one of the first with genuine potential to breach the Sound Barrier.


    Where Thrust2 used a 17,000 pound thrust Rolls-Royce Avon 302 engine from a Lightning fighter, ThrustSSC is the first car to use not one, but two turbojets. These will initially be Rolls-Royce Spey 202s from the Phantom fighter, each producing 20,000 pounds of thrust. Richard Noble has acquired two of them, but also has two even more powerful 205 units (25,000lb of thrust) for use when ThrustSSC has proved itself in transonic testing. ThrustSSC thus has the power of 1000 Ford Escorts, or 145 Formula One cars...

    It will weighs 10 tonnes, and initial performance estimates suggest it will accelerate from standstill to 100mph (161kph) in four seconds or 0-600mph (1000kph) in 16 seconds. Within five miles (8 km) it will then reach its maximum speed of 850 mph within half a minute.

    watch the video here (from metacafe) or here (from youtube)


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    1. Fastest Boat In The World : Spirit of Australia
    2. Fastest Plane in The World : The Lockheed SR-71 Blackbird
    3. Fastest Solar-Powered Car
    4. Fastest Scooter : Go-Ped ESR 750 EX & Xtreme X600
    5. Fastest Electric Bicycle : A2B
    6. Fastest Electric Motorcycle : The KillaCycle®
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    8. Fastest Wind-Powerd Car
    9. FASTEST SPORT CARS