Haven't heard about metals melting because of alcohol, but it sure will move any dirt and it sure is quite dry stuff, will research bit into this.
I re-found this
http://www.journeytoforever.org/biofuel ... drane.html it is quite good piece of info there, 9:1 air ethanol ratio and float being higher in ethanol than in petrol, so our soaked float might be then happier with that stuff than with current petrol.
It's bit annoying how systematically everywhere they just talk about 2000 and newer cars, but not about how to make older cars compatible.
Is there some parts in fuel pump that needs lubrication from fuel? Diagraph itself might be something not very compatible with the stuff, imo. Who knows what material those are. When preparing, I think it is best to prepare for E85 already, ignition would need some way to advance few degrees and jets would need swapping, nothing too major, imo.
Maybe best would be to get distributor and Bosch ignition module, so one would have possibility to adjust damn thing.
Found this:
http://www.nmma.org/lib/docs/nmma/gr/en ... _Paper.doc
In the case of aluminum tanks, aluminum is a highly conductive metal that relies on an oxide layer for its corrosion protection properties. Low levels of ethanol, such as E10 (10%), are usually not a problem in aluminum tanks because the oxide layer provides a good measure of protection. The problem occurs when the ethanol content is increased.
There are two mechanisms that occur with ethanol. Both mechanisms are a result of the hydroscopic property of ethanol, meaning it absorbs water. The more ethanol in the fuel, the more water there will be in the fuel tank. Water not only causes the tank to corrode, it also causes the corrosion particles to clog fuel filters, fuel systems, and damage engine components. The corrosion rate can be accelerated under a number of conditions if other contaminating metals are present such as copper which may be picked up from brass fittings or as a low level contaminant in the aluminum alloy. Chloride, which is a chemical found in salt water, will also accelerate corrosion. In the long term, corrosion can perforate the aluminum to produce leaks that would cause fuel to spill into the bilge and end up in the environment. In the worse case it could cause a fire and/or explosion hazard. Boat fuel tanks are often located under the deck next to the engine where the operator might not be aware of a leak until it was too late. .
The second mechanism that can occurs with the increased use of ethanol based fuel in aluminum tanks is galvanic corrosion. Gasoline fuel is not conductive, but the presence of ethanol or ethanol and water will conduct electricity. The galvanic process that occurs to aluminum trim tabs, stern drives, shaft couplings, etc. will occur within the aluminum fuel tank. Boat builders are able to protect exterior aluminum boat equipment with sacrificial anodes known as zincs. Sacrificial anodes are not a feasible option for the interior of a fuel tank.
Then I did searched more and found something from Brazil:
http://cgschoen.blogspot.com/2007/04/et ... l-and.html
The corrosion problems in the ethanol car were observed in many components. However, the most critical was that of the carburetor. At that time the carburetors in Brazil were essentially made of Zamak alloy (zinc-aluminum-copper alloy), and only in some few cars aluminum alloy carburetors were used. Already during the development stage it was found that Zamak and aluminum alloy were not corrosion resistant to ethanol and that some protective coating was necessary. Thus, the first attempt was to apply to Zamak carburetors a double dip chromate coating, but it was soon realized that the improvement in corrosion resistance it provided was only temporary.
In the first ethanol cars the corrosion of the carburetor, which is a vital component of a vehicle, was responsible for a considerable amount of corrosion products, which were dragged by the fuel, obstructing the calibrated orifices and interfering with the normal flux of the fuel, causing frequent problems of engine adjustment and increasing the ethanol consumption.
It can be stated that the ethanol car became viable only after the corrosion problems of the carburetor were solved. This was achieved when the Zamak carburetors became plated with electroless nickel. The idea of using this type of coating come out in a meeting at IPT that I and my colleagues from the Corrosion and Electroplating Laboratory had with the people of Ford R&D Laboratory. The Ford car manufacturer was the first to produce ethanol cars with this type of carburetor.
Coatings of other components of the car had also to be substituted for new coatings resistant to ethanol fuel. Thus, in the fuel tank the lead/tin coating (terne plate) was substituted by a tin coating with an intermediary coating of copper. All zinc coated components, chromatized or not, were substituted by cadmium chromatized components.
The ethanol car, in terms of materials used in its manufacture, became significantly different from the gasoline car. More than 300 components in the ethanol car are different from those used in gasoline car.
So EU, while buying clean self conscience, is destroying our motors by melting our carbs to our engines which will worn our engines out faster
That if anything proves that they are only after to sell new cars, certainly they must know of what that stuff does to our classic cars?
Our current fuels have 5% of ethanol already, all fuel has it so process is already going even it is slower than with E85, but how to protect carb from this corrosion and how to prevent premature engine failure? I have not answers to that. Also cylinder head is alloy and even if fuel injection has better tolerance to stuff, there will be wear to head because of this stuff.
worth a shot imo compared to the more agressive E10 fuel, i don't think the plastic foamy floater will like it
Zamak (I've known it called Mazak - old classic door handles were quite often chrome plated Mazak - I call it a type of "monkey metal")