Has anyone had any experience burning waste hydraulic oil (or a blend of gasoline and hydraulic)?
I came across a few forums where people said they were running it in their older diesel trucks.
I wondered if anyone has tried it in their stationary diesel.
Theoretically I would assume it's just a cleaner version of waste motor oil since there would be no combustion deposits or acid buildup.

veggie

On my latest project I was thinking of using and evaporative water tank for engine cooling. Just like the original Listers.
That project can be seen here ... https://listerengine.com/smf/index.php?topic=9572.msg109839#msg109839

While they do take a long time to heat up, once near boiling they keep the engine at the optimal operating temperature.
And warm up time can be controlled by the size of the tank.
I will most likely use a pump for circulation rather than rely on thermosyphon, although that simplicity appeals to me also.
My question to all those who use an evaporation tank:...

Do you mix glycol to the water in your systems ?
And if so, does the glycol boil off with the water or does the mixture get slightly more concentrated as steam leaves the system?

Does anyone know of a car (or other vehicle) that uses and "Inline" coolant thermostat?
Something that does not fit into the engine block, but instead mounts inline with the hoses.
The water jacket blanking plate on my R175 does not have the room to machine a port and flange connection for a conventional automotive thermostat/housing.

My other option would be to use a solenoid valve connected to a temperature switch/sensor.

The Microcogen site was updated.
Thanks MobileBob and Hwew.

I am unable to login and cannot get a message to the host in orde to advise of the issue.
I tried on various computers, but I get an Error message as soon as I click the Login button.

Anyone else having issues?

Is anyone aware of a supplier of 8 pole ( 900 rpm ) generator heads in the 2kw to 5kw range ..... anywhere on the planet ?
I would like to put one on my Listeroid.

Oh ! ... and if it's not to much to ask, I want 120/240 AC split phase 

I need a method of keeping my battery bank topped up (floated) during periods of no Sun or extended times between use.
Under normal use the small 24 volt battery bank will be bulk charged by the 50 Amp, 24 volt alternator on the Listeroid, then solar would take over and float the bank.
Later in the year, I plan to add 3 solar panels (total 660 watts) with a charge controller that takes care of the float and equalization.
In the meantime, is something like this acceptable for keeping the bank topped up? Plugged into the grid of course.
(Four 6 volt golf cart batteries in series. Total rating 225 amps C20 )
This would be used only for float/maintenance. Not for bulk charging.
https://www.amazon.ca/Automatic-Battery-Charger-Maintainer-Motorcycle/dp/B08D3QWRZL/ref=sr_1_12?crid=1PL4YLL8FAEI0&keywords=24+volt+battery+charger&qid=1646075825&sprefix=24+volt+battery+charger%2Caps%2C127&sr=8-12

or maybe this ?
https://www.amazon.ca/Automatic-Wheelchair-Alligator-Motorcycle-electronics/dp/B073ZGWGVF/ref=pd_day0fbt_img_2/141-4648481-3763000?pd_rd_w=P4vqL&pf_rd_p=acc65436-fc4e-45ed-98e6-1cea96557795&pf_rd_r=5DNWPEK461CDJHMNT75K&pd_rd_r=fef1cf98-7c1f-4723-9b23-0317a50b5e72&pd_rd_wg=fKned&pd_rd_i=B073ZGWGVF&psc=1

Or is there something more applicable that someone can recommend?

While researching Ethanol and Methanol as a blend for used oil in my Listeroid, I came across
some data suggesting that diesels converted to run on methanol or ethanol make very little waste in the form of pollution.
Some European diesel engine builders are experimenting with such a fuel.
Food for thought, does an engine fueled by methanol automatically meet North American pollution requirements
because it burns so clean. The indians would happily stamp "ETHANOL ENGINE" instead of diesel on the name tag.
Below is a exert from the article....

Methanol in Diesel Engines
There has been interest in finding ways to use methanol for compression ignition (CI) (diesel) engines.
Methanol's high-octane number is an indication of its very low cetane number, the measure of a fuel's auto
ignitibility.70 For methanol the number is so low that it cannot be measured directly. But it could be used in
conjunction with another fuel that is more auto ignitable or an ignition improver.
In the 1980s, the Detroit Diesel Company (DDC) and MAN produced modified versions of their CI engines
which ran on “ignition improved” methanol fuel (the ignition improver constituted about 5% by volume of the
fuel). The MAN engine was a four-stroke engine using spark-assisted ignition whilst the DDC engines operated
on the two-stroke cycle, controlling the scavenge ratio to assist ignition. More recently, VTT has tested MD95, a
mix of 95% methanol and 5% ignition improver. This was done using a Scania ED95 engine, which is an engine
modified to enable compression ignition operation on a mix of 95% ethanol and 5% ignition improver through
the adoption of an increased compression ratio (28:1, to increase end-of-compression temperature for easier
ignition of the low cetane fuel), and a suitable fuel injection system.
A methanol-diesel dual-fuel approach, where each is injected directly in the combustion chambers, is a
common approach that is being used commercially today. MAN uses it for low-speed two-stroke engines and
Wärtsilä uses it for medium-speed four-stroke engines. There are other approaches as well. For example, glow
plug ignition enables the compression ignition engine to run solely on methanol, without the requirement of a
pilot fuel to serve as the ignition source.71 Another solution, particularly when looking at retrofit options is
introducing methanol into the engine’s intake ports, which requires adding a low pressure methanol fueling
system and port fuel injectors. Finally, very recently research engines have been run on methanol in
homogeneous charge compression ignition (HCCI) mode and partially premixed combustion mode (PPC). Both
concepts rely on delaying the autoignition until after the fuel injection event has been completed to allow for
enough mixing time so that fuel-rich zones are reduced or eliminated, to decrease soot formation and speed up
combustion for higher efficiency.