Roberto wrote: Scott Smith wrote:
Roberto wrote:And Smith is rather obviously misrepresenting my statements, for I obviously didn’t say that 2.7 % CO2 is lethal. I said that the CO2 in the exhaust would add to the one produced by the victims’ breathing to bring about a lethal concentration earlier than the victims’ breathing alone would have done. Once again, so that our readers may have a glimpse at Smith’s intellectual dishonesty
Roberto, your stupidity does not become my "dishonesty."
Now isn't it funny to see Smith lose his temper and throw insults around in a vain attempt to disguise the fact that he was lying rather lamely when, after reading my conclusions derived from Miller’s thesis more than once, he tried to make believe that I considered 2.7 % CO2 to be lethal?
Anyone who read my exposition should have understood that I consider a CO2 level above 7 % to be lethal and that, according to my calculations, that level would be reached in the situation under discussion after 30 minutes when the CO2 coming in with the exhaust added to the CO2 produced by the victims themselves. In my post of Mon Apr 28, 2003 2:13 pm on the thread
Gassing Vans Revisited
http://www.thirdreichforum.com/viewtopi ... c&start=30
I even showed my calculations, as follows: [...]
Oh, excuse me.
You are saying that at test B-13 on the chart (no-load on the engine at 2.7% CO2 and 17.14% oxygen) the gas composition magically accumulates to test B-15 or B-16 which is a CO2 level of around 7% and not quite enough oxygen to safely breathe (about 10.5%), and also over a 50% loading on the motor.
Data taken from 1941 paper by Holtz and Elliot for the U.S. Bureau of Mines.
Power (bhp), Speed, Fuel-air ratio, O2, CO2, N2, NOx, Aldehydes, H2, CO:
B-13—00.0hp, 1400rpm, 0.013 (77:1), 17.14%, 02.74%, 80.08%, 167ppm, 4ppm, 0%, 0.041% (410ppm).
B-14—08.8hp, 1410rpm, 0.020 (50:1), 15.13%, 04.19%, 80.65%, 267ppm, 1ppm, 0%, 0.028% (280ppm).
B-15—17.5hp, 1400rpm, 0.029 (35:1), 12.20%, 06.22%, 81.56%, 378ppm, 1ppm, 0%, 0.024% (240ppm).
B-16—26.4hp, 1410rpm, 0.039 (26:1), 09.26%, 08.36%, 82.35%, 448ppm, 1ppm, 0%, 0.027% (270ppm).
B-12—37.8hp, 1400rpm, 0.056 (18:1), 03.44%, 12.40%, 84.07%, 364ppm, 4ppm, 0%, 0.058% (580ppm).
B-70—40.2hp, 1400rpm, 0.070 (14:1), 00.80%, 13.80%, 84.5%, 346ppm, 1ppm, 0.1%, 0.7% (07,000ppm).
B-72—41.0hp, 1400rpm, 0.084 (12:1), 00.30%, 12.10%, 82.7%, 277ppm, 2ppm, 1.3%, 3.5% (35,000ppm).
B-69—40.6hp, 1400rpm, 0.094 (11:1), 00.30%, 10.20%, 80.1%, 186ppm, 0ppm, 0.4%, 6.0% (60,000ppm).
Sorry, but as explaned previously, the engine is forcing in so much exhaust that oncee there has been a circulation or two in a few minutes, the gas composition of the chamber will be the same as the exhaust going in, even though the subjects inside are consuming oxygen and exhaling CO2. They cannot compete with the air pumped by the engine, which has a breatheable quantity of oxygen in the exhaust (unless substantially loaded, as shown).
The only way to change this is to load the engine to the B-15 or B-16 levels (over 50%) and then the suffocation will begin because of a lack of oxygen and other extenuating factors.
This means that for a diesel gassing to work using CO2 you have to make sure that you are able to load the motor to the levels shown in the gas tables, which is at least 50%.
Now, unless Chuckoo can show us another diesel engine besides the W-2/V-2, that is a lot of power to load somehow. The W-4/V-4 was only half as big (about 250 bhp) but very few of these were made because of Soviet production problems, and these would have less displacement anyway, which means that it would take twice as long to pump the same amount of gas.