PESWiki.com -- Pure Energy Systems Wiki:  Finding and facilitating breakthrough clean energy technologies.





    

Report:Robert Pritchett's Mileage Results from Hydroxy Boost Addition

From PESWiki

Jump to: navigation, search
Ford E350 Super Duty  Power Stroke Turbo Diesel.  The cargo van is named the "Hindenburg II". Ford E350 7.3 Liter Super Duty Power Stroke Turbo Diesel Manufactured: 03/01Miles traveled: 190,0009 MPG average before tweakingNew transmission, new tires Non-intercooled Power Stroke engine.Fuel tank capacity: 35 Gallons
Ford E350 Super Duty Power Stroke Turbo Diesel.
The cargo van is named the "Hindenburg II".

Ford E350 7.3 Liter Super Duty Power Stroke Turbo Diesel

Manufactured: 03/01
Miles traveled: 190,000
9 MPG average before tweaking
New transmission, new tires
Non-intercooled Power Stroke engine.
Fuel tank capacity: 35 Gallons

Note: Bob Boyce is the #1 Guy in the oxyhydrogen research activities. Here is the latest: Latest on Bob Boyce

Former New Energy Congress member, Robert L Pritchett helped install a hydrogen-oxygen (hydroxy) electrolysis unit on a diesel van and along with previously added lubricants, saw the mileage go from 9 MPG to 23 MPG.

Why did we do it? Figure the beast of burden was trucking along at 9 miles per gallon (verified using a ScanGauge II). Would you keep running that rig when newer ones have double or triple the mileage? (The 2008 diesel Ford trucks edged back down towards 9 MPG, due to emissions control add-ons).

By doing this process, we gave this otherwise working fine truck a new lease on life. And yes, the truck is being sacrificed to the innovation gods. And we facetiously renamed the van the "Hindenburg II".

Contents

Observations and Updates

Stardate, September 20, 2013: I refurbished the "Dry" cell after it "went bad" with Safeway Store brand distilled water (NOT!). The last time this happened, I used distilled water from another store and it was also "NOT"really distilled, causing the unit to fill up with the thick mud tan colored residue that quickly stopped hydrogen production. The last time I did this two plates had to be removed because they were eroded so badly by the electrode process and caused fire to jet out through one of the neoprene sleeves when too much wattage was being sucked into the unit, as the residue essentially ground out the plates and fusing began to occur.

Not too long ago, I discovered where the second battery for the engine was hiding after It was near impossible to keep a charge. I traced the battery cable down under the side passenger door. The other battery had not been replaced in 10 years and the plates in it were nearly dry, but they had shorted out. I only discovered it after I still had charge on the cables according to the volt meter, after I disconnected them from the "good" battery that I had replaced twice and realized that a charge would not be possible without a second source. That 2nd battery was replaced and I have not had to jump or charge the battery under the hood since! When I was given the vehicle to use, I was told the engine should have a second battery, but it could never be found, so it was assumed it did not exist. I've unnecessarily struggled through many winters with a dead battery and begging for jump starts many times late at night. Not any more!

Anyway, the misnamed dry cell unit still functions well.


Why this Technology has not "Taken Off" and been generally accepted

What I learned is that in using the older wet cell process, the stainless steel (medical quality) plates connected to the red wires sacrifice themselves as they produce oxygen and hydrogen, thus causing the large amounts of sludge in the bottom of the PVC tubes that had to be flushed out every two weeks. Eventually, those plates had to be replaced within a matter of months. This made the process labor and maintenance-intensive. Nice for tinkerers and shade-tree mechanics. Not so good for the rest of us.

The "dry cell" technology has the liquid running through the plates, instead of having the plates suspended in the liquid. This improves efficiencies considerably, by reducing the waste heat creation in the liquid and ramping up oxy-hydrogen production nearly 3 times. I have had to flush out the plates after 4 weeks of operation, but the sludge was more of a noticeable discoloration of the water and much, much less of a thick ketchup-like consistency (cadmium build-up and bleed-off), as was happening with the wet cell systems ("baptism by emersion" process). It was also because I was sold "distilled" water that wasn't.

2/5/2011 - I took the unit apart, because it leaked like crazy and I cleaned the plates with a green scrubbing pad and bleach powder. It produces oxy-hydrogen much better now. There is noticeable wear (full-plate etching) on the plates the positive connectors were attached to.

Latest on "Dry Cell" Technology

Repositioned and Rewired "Dry Cell" System
Repositioned and Rewired "Dry Cell" System

I was told by a DOE employee that I need to tell the world that "wet cell" technology is obsolete.

This 6x6 "dry cell" unit is doing between 4 to 6 liters per minute at around 25 Amps. Yes, I have forgotten to turn off the switch and run down the battery at times. No, I do not have it tied into the ignition (demo purposes).


I demoed that system at the SEE Expo April 24-25, 2009 on the Columbia Basin College campus in Pasco, WA.

I also showed this to a number of bus maintenance shops and truck shops. They found it very interesting.

I replaced the Wet Cell system with the Dry Cell System 4/13/2009. The "dry cell" unit produces like a warm, shook-up soda can. The 4" PVC tube acts as the 16"-tall distilled-water container and recycler. This is a retrofitted 2nd-generation unit that had the internals removed and cap replaced. It runs over to the 4" PVC bubbler. Both are oversized, but I have the room to play with behind the cab.

The solenoid is a starter motor solenoid I used for the 2nd-Generation 16" hydroxy unit, instead of the smaller 40A relay.

My observations indicated that this works nicely and does not seem to overheat. I am still using a 100 Amp fuse tied directly to the battery. This unit works fine with propane-based vehicles and gasoline-based vehicles. Gas-based vehicles after 1996 require extra electronics, as discussed elsewhere on this page. We have not found extra electronics as being necessary with diesel trucks, so far.

Dry Cell System
Dry Cell System

April 21, 2009

After going through about 4 Ford starter solenoids, I discovered I was using the wrong type! The one in use now is valued at around $50 USD and is designed for constant duty. The $15 USD Ford Starter solenoids are not designed for constant use and they all failed after a few hours.

The "Dry Cell" runs at around 25 Watts and pumps around 4 to 6 liters of hydroxy per minute when it is working correctly. The Dry Cell sits on the floorboard. This system does not overheat.

January 2013

I had to remove 2 plates, because the neoprene border blew through and the hydrogen began burning the rubber and fusing the plates. The plates had become rather thin too, so the unit is now down by two. It has actually run better and mileage actually increased as a result.

De-frictioning

I purchase lubricants from Gerald D. Hamilton, 1-800-725-6199 or (Cell) 1-509-460-0390 in Kennewick, WA, PowerUp! Lubricants Gen49D for Diesel Fuel and NNL 690 for Engines Why? Because my past experience in using PowerUp! with a gas engine (VW Bug) has been around 10 miles per gallon improvement in combo treatment of the engine and fuel. This is the first time I have also added treatment to the transmission too. And adding it to a diesel vehicle. Anything would have been an improvement, so I did what I was already familiar with – reduce engine friction and add fuel treatment.

PowerUp! has rust inhibitors in it, so any issues related to "water in the engine causing metal oxidation" can be assuaged. This engine is protected.

Sterling Allan interviewed Bart Miller and Bret Chandler from Maryn International on July 7, 2008 on the Free Energy Now podcast.

Beginning Hydrogen Generator installation

Nuts and bolts

No room under the hood
No room under the hood


Entrance through driver's side of Firewall
Entrance through driver's side of Firewall

The business end of the Hydrogen generator ends in the rubber Turbo air intake, after a 12-foot trip from the unit behind the driver's seat, under the running board, up through the dash and down through the firewall into the Turbo section of the engine.

Turbo entrance, top right of photo
Turbo entrance, top right of photo

International Truck & Motor (Navistar International Corporation) makes the engine for Ford, which has been the exclusive diesel engine supplier for Ford’s heavy-duty trucks since 1979.

Note: Previous Road Trips were removed from this page, since they dealt with the wet cell technologies and had issues with melting PVC covers and wire insulation and sacrificing the positive plates, due to fairly rapid oxidation. They were high-maintenance systems.

Emissions Testing

We had super-cold record-breaking temperatures and the van didn't go anywhere - not from lack of trying, mind you, but because the fuel froze. Feb. 27, 2009 we took the van up to Spokane for a dynamometer test with the dry cell demo unit attached. The test showed 4% emissions on the pass/fail test that allowed for as much as 40% before the test would show failure for emissions. Gary Hall drove both ways at 75MPH and with the winterized diesel, we got 14 MPG. If I had been driving, the milage report would have been better ;^). It was still pretty darned cold and snow still on the ground in Spokane. Gary Hall is now using a better Potassium Hydroxide at 98% pure vs. the 90% I have been using.

The unit pumped out between 6 and 7 liters per minute and operated at around 80 Amps. The plate bank temperature was averaging around 150 degrees and the water reservoir was up to 177 degrees on the way back from Spokane. We used a 100-amp fuse in the battery cable line. We popped 80-amp fuses as we tried to resolve a solenoid issue (the original unit apparently was bad), but once functioning, this baby worked great! As we switched between normal and hydroxy operations the vehicle went from sluggish to sportscar with the energy boost. Also with the dynamometer test between running without and running with was the difference between blue cloud exhaust when jack-rabbiting the accelerator without and smelling the obvious diesel fumes and jack-rabbiting the accelerator running it with the dry cell unit with no exhaust fumes and pleasant, almost sweet, flower-like smell with the purified potassium hydroxide formula.

We received reports from others that biodiesel would provide better fuel mileage, even in winter (that proved to not be true).

I have been using biodiesel from Gen-X Energies in Burbank, WA before it burned to the ground (they now has an operation in Moses Lake). I had the vehicle tested at Columbia Basin College twice. Once with diesel and once with biodiesel. There is a slight notice of the biodiesel smell. The tests indicate that the NOX emissions increase with biodiesel. CO2 emissions decrease. Hydrocarbon emissions are about the same. It may be too soon to tell about the biodiesel mileage situation, but it appears to be improving.

Switching to biodiesel did not cause me to have to replace the fuel filter. I can only assume that is because the engine has been cleaned up using the oxyhydrogen systems for about one year.

Advantages

  • The engine feels like it runs smoother and is quieter, almost muted.
  • The vehicle has more "pep", so I have to watch the heavy foot. No more labored acceleration from stop lights or stop signs.
  • When in use with the Hydrogen Booster, there is no appreciable exhaust smell.
  • I can safely say that I am getting well over 100 miles per 1/4 tank with this vehicle. Without the oxyhydrogen system turned on, I get 50 miles per 1/4 tank. The ScanGauge II indicated 8 MPG when driving on the highway. Less in town. It is not taking into account the oxyhydrogen being sucked into the air intake.

Safety

Diesel is not flammable. It is combustible under extreme pressure.

Hydrogen Generation

Use a Bubbler between the generator and the air intake on vehicles that require spark plugs to operate. Use a bubbler to wash the bubbles as they come out of the hydrogen booster to remove excess electrolyte avoiding possible damage to the engine for diesels.

Question: Is creating hydrogen gas really an issue?

Answers: The first Hindenburg was destroyed by static electricity igniting the skin of the airship. All who stayed inside safely rode the ship to the ground and walked away. Those who panicked and jumped from 200 feet up didn't survive. One person on the ground was crushed by the ship.

That depends on whether you are trying to make a joke or not - Ford CEO recants Hydrogen Pres Bush explosion near-miss

Here are lessons learned from H2 Incidents;

Is Hydrogen Dangerous?

Vehicle Fire Hazards

Hydrogen proponents cite the high autoignition temperature as proof that it is safe...

Hydrogen is less "flammable" than gasoline. The auto-ignition temperature of hydrogen is 932 degrees Fahrenheit. Compare that to gasoline’s auto-ignition temperature of 536 degrees Fahrenheit (auto-ignition temperature is the minimum temperature at which a fuel will ignite without a spark or flame). Yes, it’s actually easier for gasoline to spontaneously combust.

They also cite lightning-fast dissipation rates;

"Because hydrogen is so light (about 15 time lighter than air) it easily dissipates and if a leak or spill does occur, the hydrogen becomes rapidly sparse and difficult to ignite. And even if it does catch fire, it burns itself out very quickly. By contrast, heavier fuels such as diesel oil and gasoline do not rapidly dissipate and remain a fire threat for a longer period of time."

They also cite actual flame tests;

"What if the hydrogen does somehow ignite in a car? Tests conducted at the College of Engineering at Miami University aimed to find this out. 3,000 cubic feet per minute of hydrogen was leaked from a vehicle tank and set alight. Over the course of the burn, temperature sensors inside the vehicle did not measure an increase of more than 1 or 2 degrees centigrade anywhere inside the vehicle. The temperature of the surface of the outside of the vehicle did not climb above that of a vehicle sitting in the sunshine!"

This ought to put the issue to rest - Hydrogen Car Fire Surprise

I will repeat that the units we use in our vehicles are on-demand systems. No storage of hydrogen gas is established. No liquid hydrogen is used. When the electrical switch is turned off, hydrogen generation gracefully and quickly subsides.

Handling Potassium Hydroxide

Use gloves to avoid burning your hands with the caustic material. It hurts if you don't. If you get the potassium hydroxide (OxyChem Handbook) or Caustic Potash wet, you have a 100% lye that will quickly take the skin off of your hands.

My daughter, the science teacher, said we should be handling it with gloves and not bare skin. She said that liquid soap neutralizes hydroxides and is why there are soap dispensers in her science lab at school.

Make your own Lye

Question: Is Sodium Hydroxide (NaOH) or Caustic Soda better than Potassium Hydroxide (KOH) as far as using as an electrolyte? Answer: Define "better". KOH doesn't eat the stainless steel, like NaOH tends to do. The Hydrogen Forum folks find KOH more conducive to good steady hydrogen production with minimal erosion of the plates. Use NaOH for cleaning sewer lines.


4.16 Minutes Hydrogen production - Tap water vs. Sodium Hydroxide test 2
Richard Harris experiments with Sodium Hydroxide solution (YouTube; June 12, 2008)

Just a Little Bit EFIE

I have not begun to use a MAP Sensor yet, because I'm running this hydrogen generator on a diesel and not a gasoline rig, so as far as I can tell, it is not needed. HOWEVER, for those of you that are using gasoline-based engines after 1996, here is a source for information on the Electronic Fuel Injection Enhancers. Fran Giroux sells them on his Hydrogen-Boost.

Pulse Wave Modulators

Apparently a Pulse Wave Modulator (PWM) enhances the throughput of hydrogen by knocking off the adhesion of bubbles on the plates by rapid on-off of current to the plates. Personally, I see so much hydrogen being generated with the current unit installed, that I don't see this as being a problem. The PWM really controls amperage, nothing more. "It is understood that a pulse width modulator (PWM) in a brute force DC design will not increase the amount of gas produced. It will in fact produce less gas as the current will be limited by the duty cycles on and off times. However experiments where the duty cycle fluctuates between 50%-70% and 100% can be experimented with to give an “averaged out" practical result".


1.40 Minutes PWM Unit Test With New Plexi Cell
Completed building the H2O-Go Mini cell and want to show all these E-Bay experts that the PWM unit DOES work if you hook it up right. (YouTube; June 26, 2008)

_ _ _ _

1.20 Minutes Volt/Amp Meter and PWM Control Box
Hooked up a PWM's and runs real smooth at 10 Volts 18 Amps after heating up. (YouTube; June 24, 2008)

Of Electronics


9.21 MinutesNewest resonant WFC theory
Zero Fossil Fuel: "Are we on the right track? Why has it been so tough to find the sweet spot? It's because we're shooting at a moving target." (YouTube; July 4, 2008)

Note: O2 Sensors are really hydrocarbon sensors.


Past History

Wet Cell System (Obsolete)
Wet Cell System (Obsolete)

I've come to the conclusion that a hydrogen generator is nothing more than a type of liquid on-demand battery.

"There is not much difference between an Internal Combustion Engine (ICE) that runs on hydrogen, compared to an ICE that runs on petrol/gasoline. The main differences are regarding efficiency, emission levels and fuel storage.

Hydrogen has lower energy density and burns faster and hotter than gasoline. So compression ratios can be increased and more air can be mixed with the fuel, resulting in cooler running and lower exhaust emission than a comparable petrol/gasoline ICE.

As most hydrogen engines run lean, air-to-fuel ratio of 30:1 or more, and as hydrogen, which is gaseous, displaces the oxygen in the cylinders, a supercharger is often needed to achieve the required power output. Once the pre-requisites are in place, the hydrogen ICE is highly fuel efficient — up to 25% better than conventional petrol/gasoline ICE's." Reference: Hybrid Vehicles

Why are hydrogen electrolizers not being installed in all vehicles? Probably because of the unwritten alternative energy system axiom we at "Pure Energy Systems Network" have been observing, that "if it can't be taxed, it will not be endorsed"(tm). It is hard to tax water and hydroxides beyond getting out of the tap, well or store. If the governments can figure that out, they will endorse using hydrogen electrolyzers in vehicles.

The amp meter on the dash goes from 8 to 18 amps in this vehicle. It has stayed around 12 amps with A/C running, radio running, lights running, etc., so the issues related to "hydrogen production uses too much in electricity to process" is essentially a mute point. Power draw is based in this case, on what kind of electrolyte is used.

We were challenged by someone in a hydrogen forum about asking a chemist if using baking soda would be dangerous (that person, as far as I'm concerned, was either April-fooling people or was spreading FUD). He might have been referring to using table salt as an electrolyte. Table Salt (NaCL) has the potential of producing chlorine gas and sodium hydroxide when introduced to electricity. My neighborhood Ph.Ded trusted chemist said that baking soda generated-dangerous-gas was pure bunk. What we landed on, was using Potassium Hydroxide, because when using baking soda, we ended up with migraine headaches. We believe that the resulting gases were migrating into the cab and harming us physically.

Learn more by reading the 233-page PDF file on Hydroxy Boosters located at Panacea BOCAF.

Questions

How Old is this technology? Would you believe since 1804?
What is an Electolyzer? Patrick J Kelly's Answer These are drawings and information on building Bob Boyce's 101-plate unit.

What is the law of diminishing returns with regards to 
hydrogen mix and hydrocarbon fuels? In other words, is it possible to use "too much" hydrogen when using a hydrogen electrolyzer?

 Answer: With Diesels, the rule of thumb is 4 times the diesel being used and no more. With Gas, it becomes a timing belt issue and after 1996 an onboard computer issue. For a hydrogen engine, that requires much more thoughput - and look to fuel cell storage technology for that.

"Any hydroxy volume from 0.5 LPM (liters per minute) upwards will give an improved gasoline burn. Amounts of 1.5 to 3.0 LPM will give excellent pollution free operation, increased torque, smoother running and cleaning out of any old carbon deposits inside the engine, which increases the engine life...At volumes of 1.5 to 3.0 LPM, no timing adjustment is needed. As the volume increases beyond 3LPM, the hydroxy ceases to be just an enhancer of the gasoline burn and starts to take part as an additional fuel in its own right, needing a progressive retarding of the spark as the ratio of hydroxy increases."

What does it take to make a "real" hydrogen-on-demand car? Answer:Bob 
Boyce's system Or wait for other hydrogen cell-fuel-based vehicles on the drawing boards.

"A 5 liter capacity, four-stroke engine running at 2000 rpm, the full engine capacity is drawn in during two revs, so the total {air} intake amount is 5 x 2000 / 2 = 5,000 LPM. If 4% (or 1/25th) of that amount is hydroxy, then the hydroxy required would be 5,000 / 25 = 200 LPM, which is a large amount.

When running at 3,000 rpm, the amount would be 300 LPM. For this reason, it is far more practical to pick a smaller capacity engine of 2 liters or less for a conversion. A 2 liter engine running at 3,000 rpm will need 3,000 / 25 = 120 LPM of hydroxy gas to run 100%. A Geo Metro 1 liter, 3-cylinder car at 3,000 rpm would only need 60 LPM. This is far more feasible to generate. Also a 1.6 liter is practical. In India, they have launched a 4-door, 5-seat car with a 650 cc engine giving 33 horsepower, selling new for $2,500, USD.

A 1,600 cc engine running at 2,500 rpm. To calculate what volume is likely to be required: The 1.6 liter engine capacity is drawn into the engine when two revolutions are completed. 1.6 liters will be taken 1,250 times per minute. That is exactly 2,000 LPM. But only 4% of that volume needs to be hydroxy gas and the remaining 96% can be air. Hence the amount of hydroxy gas needed per minute is 2,000 / 25 which is 80 LPM of hydroxy."

Watch the Water-Fuel Museum interview for July 5, 2008.

Material and Labor Costs

You can now get similar kits online for around $300 USD (January 2011).

I am personally seeing over 100% improvement in fuel mileage, plus an incredible performance improvement in how the vehicle handles, sounds and acts (still valid as of January 2013).

Next steps

  • Determine why this vehicle has had historically bad fuel mileage. Can it be just because it never had an intercooler installed or is there something amiss with the high-pressure fuel pump (it has 2 pumps)?
  • Use a Bob Boyce electrolyzer.

Future Experimentation with Hydrolysis

I highly recommend reading this article prepared by Guys Walter - Electrolizer Efficiencies - Advanced Efficiencies

Vinegar works as an electrolyte for creating hydrogen. Just not a very good one. Distilled Apple Cider Vinegar at 5% does not do a great job at producing hydrogen. We did it at 800 ml distilled water with 200 ml of vinegar and got dismal results. At around $5 per gallon, we didn't try to just use "pure" vinegar solution.

  • Vinegar + water + bacteria + electrons = hydrogen? - The total efficiency of hydrogen production ranges from 63 percent for cellulose to 82 percent for acetic acid (vinegar) when both the electricity and the energy in the feedstock are factored in. (Physorg; Nov. 17, 2007)

electrolysis of acetic acid yields ethane and carbon dioxide: CH3COOH ---> CH3-CH3 + CO2 (Shorter form without in between steps) Acetic Acid gives Ethane gas + Carbon dioxide gas. It gets used up in the process too so final answer - don't use it in hydrogen boosters.

Baking Soda also works as an electrolyte, but it has some bad side effects, such as causing migraine headaches when used in the electrolysis process.

You would have to add 84 grams of baking soda (NaHCO3) to obtain the same amount of sodium as you would for 40 grams of Sodium Hydroxide (NaOH). This is relevant because it is the Sodium that is driving the electrolysis process. On electrolysis of NaHCO3, the Na+ ion will rush to the cathode and you will get:- 2Na+ + 2e- + 2H2O -----> 2NaOH + H2 and HCO3- + H2O -------> H2CO3 + OH- Also H2CO3 --------> H2O + CO2 Also CO2 + 2H+ + 2e- -----> CO + H2O Also CO + 2H+ + 2e- ------> C + H2O Conclusion: On adding NaHCO3 a whole range of chemical processes can take place but due to the nature of alkali metals, the one sure conclusion is that Hydroxides will be formed. We also discovered that because the electrolysis process using baking soda also creates chlorine gas, we got migraine headaches inside the vehicles. By switching to KOH, those migraine headaches went away.

Baking soda also coats the plates, causing them to be terribly inefficient and they have to be cleaned every two weeks and the plates never get "conditioned", so final answer - please don't use it in hydrogen boosters.

  • Here is a comparison table of chemical reactions of electrolytes listing moles (not the furry underground critters).



  • Based on testing we did at the BioGuard R&D Lab with Dominic Cataldo in Kennewick, WA, Potassium Hydroxide works very well. Sodium Hydroxide works as well as Potassium Hydroxide, even at 85% from Ace hardware, but it tends to love eating Stainless Steel and Aluminum. Both keep the electrodes clean. Apparently, Sodium Borohydroxide does even better that Sodium Hydroxide, but is intended for use by professionals. Better leave it for hydrogen storage for fuel cells.
  • Don't use Table Salt as an electrolyzer. It produces Chlorine gas when induced with electrical energy. Apparently the gas is also released when baking soda is used in combination with treated city water (Chlorine, Fluoride, etc) as an electrolyte too.
  • Use protective gloves and clothing with using Hydrides. Lye eats flesh.
  • When pouring out the hydroxides, neutralize with liquid soap, vinegar or lemon juice to avoid a "Hazardous spill" condition.
  • I'm learning that treated tap water has chemicals that are not conducive to good results (what an understatement!) and that is why distilled water is the liquid of choice.
  • Also, we noticed that copper oxidizes quickly in a hydroxide solution.

Patents

Apparatus for producing orthohydrogen and/or parahydrogen Stephan Barrie Chambers patented this process for creating hydrogen using pulsed signals and no chemical catalyst.

Phillip J. Petillo has posted some excellent information regarding Hydroxides used in hydrogen production, focusing mostly on Sodium Borohydride (NaBH4) synthesis -

System for Hydrogen Generation

Method and Apparatus for Generating Hydrogen

MCEL Technology Patents

To Dos

  • Add inline amp meter.

Comments

When the temperature gets so low that diesel becomes a solid in the fuel tank (use Cetane to keep the fuel usable), no amount of hydroxy is going to improve the situation. We could use a little "Global Warming(tm)" right about now. (Dec. 21, 2008) Also, because water freezes at 32 degrees F, this system is definitely a fair-weather friend and not a good thing to try and run in below-freezing temperatures. No, I do not recommend adding any anti-freeze to the solution (January 2011).


(2.29 Minutes) Pain at the Pump by Brent Burns
(YouTube; May 21, 2008)

See Discussion page

Skeptics

Ever wonder who the scientists are that are such experts that badmouth the process that has worked since 1804? Who pays them to be naysayers? Who are they working for?

Cautions

Using too much KOH can possibly cause damage. See this article by Richard Coyle on what can be done to prevent damage to an internal combustion engine.

Directories

See also

HYDROGEN, GENERAL

HYDROGEN PRODUCTION AND STORAGE

HYDROGEN APPLICATIONS

FUEL EFFICIENCY

FUEL TREATMENT TECHNOLOGIES

ELECTRIC VEHICLES

VEHICLE HARDWARE MODIFICATIONS

AWARDS

Personal tools

Departments
Related

Support
Toolbox