Elon Musk Just LEAKED An All-New Next Generation Engine!
While the rest of the world is shifting away from internal combustion engines (ICE) and toward battery electric vehicles (BEVs) or fuel cell vehicles (FCVs) for better emissions, Tesla, led by Elon Musk, looks to want to do it all. Just recently, a Tesla engineer demonstrated an ammonia-powered engine. However, Tesla is not the first to use the highly hazardous fertilizer as a combustible fuel. How ammonia works as a fuel? Let’s find out in today’s episode!
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That appears to be what Tesla has been able to develop, an engine with enough cylinder pressure to prevent part of the surplus nitrogen from becoming an issue. According to a report, the 2.0 liter I-4 produces roughly 161 hp with a 90 percent reduction in carbon emissions when compared to “conventional fuels.” Does this imply we’ll see more ammonia-powered ICE automobiles in the near future? Probably not, and it’s more than the nitrogen byproduct.
There are two significant obstacles to using ammonia as a fuel source. The first is evident in that it is a toxic substance. Ammonia is a solvent that may dissolve alkali metals, and prolonged exposure to ammonia in gas or liquid form can cause mortality in both humans and animals (it is the primary cause of fish kills, according to the EPA).
As a result, it has been explored as a diesel fuel replacement for the transportation industry, as that sector is already capable of handling the distribution and transportation of dangerous substances. It’s also utilized in rocket engines, which are another business that uses hazardous compounds as fuels like hydrazine and UDMH (also known as “Devil’s venom”). The most famous application of ammonia as a rocket propellant was the X-15 rocket-powered aircraft, which was flown to 4,520 mph (or Mach 6.7 at 102,100 feet altitude) by William Knight.
Although you may identify ammonia with its high nitrogen-containing relative, ammonium nitrate, ammonia is actually fairly difficult to employ as a fuel in anything like an ICE vehicle. The liquid form of ammonia burns slowly and has about a third of the energy density of diesel fuel at 37.95 kWh/gal (around 0.88 of a gasoline gallon equivalent). It has an octane rating of 120, a flash point of 270 degrees, and an autoignition temperature of 1,203.8 degrees due to its slow burning nature. Gasoline, on the other hand, has an energy density of 33.7 kWh/gallon, a flashpoint of -9 degrees, and an autoignition temperature of 1,135 to 1,550 degrees between 87 and 92 octane.
When it does burn, it emits zero CO2, zero hydrocarbons, and zero soot. Don’t get too excited just yet; without an engine with a high compression ratio or boost, it emits a lot of nitrogen into the environment, resulting in ammonia and ozone formation, which can cause acid rain and impair our capacity to breathe. As a result, we are skeptical that this is a significant development.
“Ammonia is hellish to handle, I can’t see it taking off in passenger cars,” said Colin McKerracher, BloombergNEF’s head of transport and automotive analysis. With its toxicity difficulties, there simply isn’t an infrastructure in place to even fuel these engines.
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