njectors, a high output fuel pump, high fluorine fuel hoses to resist chemical activity, anodized fuel pressure regulator housings to increase alcohol flow, and a fuel sensor, again for VFV's, to determine the mix of methanol, ethanol, and or gasoline to ensure proper and optimum air to fuel ratio, (O&GJ, 24).Finally, again a limiting factor is the distribution system in the U.S., hailed as an excellent reason not to convert to methanol. Brazil did it in just 10 years, most of that conversion taking place in one year, so this argument is not viable. Currently there is no reason to install alcohol pumps because of the lack of alcohol powered vehicles, (Mazzone, 59). Methanol certainly is a feasible alternative fuel.Ethanol, which is very similar to methanol, can be used in all of the same ways as its close cousin, with all of the same drawbacks and advantages. The only differences to discuss are production of ethanol versus methanol, and drawbacks concerning this process. Brazil has been powering vehicles with ethanol since the seventies. The decision was made to switch from gasoline to ethanol quickly by the government due to rising cost (1973) and dependence on gasoline importation, (Grammer, 10). Any argument that a conversion to alcohol fuel would be too difficult, or too expensive need only look at Brazil who made the conversion in less than one decade. Drawbacks? Yes, the first being cost. An ethanol powered vehicle is on average 10% more expensive than a gasoline powered vehicle. This 10% difference can be offset by the government in tax incentives as it has been in Brazil. Cost of converting existing vehicles to a VFV fuel is $250 in Brazil. Ford sells kits in Brazil at this price for just such a purpose, (Grammer, 11). Pollution is another problem. Pollution not from the ethanol combustion, but from the ethanol synthesis. Sugar cane is the ethanol producer in Brazil, and it must be fermented to produce ethanol. Any sugar contain...
