AirTech wrote:PeterZ wrote:I'll take your word for it, Sabre964. I would wonder though, if the weight and complexity of the transmission required in a diesel engine would make using the less efficient kerosene viable compared to using kerosene in a flashboiler steam engine. Not sure whick option would be optimal.
The bigger problem is the pressures produced in an internal combustion engine, at a minimum you need to be able to hold 300psi (2100kPa) which requires a good medium strength steel with minimal defects as this is well above the pressures in a typical single stage steam engine. So to make diesels you need to be able to make compound steam engines first as the manufacturing technologies are directly transferable. (Triple compound steam engines typically have inlet pressures of 150 to 300psi). (Modern steam turbines take 2000psi steam at the inlet - much higher than the equivalent power output gas turbines and are more compact and efficient as a result).
I think I've said it before, but with electricity proscriptions, rather than IC engines, a much better solution is Stirling engines. In our world they were dropped out because of sealing issues in alpha and beta versions at the time where IC started to be performant and the fact that throttling is easier with IC, but the modern gamma configurations can be as compact as an IC with a higher efficiency, especially if running hydrogen or helium around 200 Psi.
The point is that Stirlings are absolutely safe against explosions (if the working fluid is inert, so no hydrogen), are easier to manufacture (gammas can be sealed only on the cold side and can work with cruder tolerances, low weight pistons in graphite), and are especially suited for marine applications (ocean cooling !).
Also Stirlings may make quite a big return in our world in the coming years as they can use totally clean combustion systems. They are already quite used in Germany for cogeneration.