OFF ROAD and ON TRACK

I drive a 6.6 liter Duramax diesel. It is lifted, rolls on 35″ Pro comps and has an Edge performance system. Its a great truck, but as a general rule i get crappy fuel economy and it belches some serious black smoke every time i put the hammer down.

I have built several (about 10) hydrogen generation cells intended for both gas and diesel engines for development. Another 15 are in service in a variety of vehicles. Researching and developing the variations of enclosures, types of stainless plates or tubing and method by which it is powered is a real bitch due what i consider vast amounts of disinformation and complete idiots “sharing their expertise” on the web. I’m not trying to dissuade you from digging through the vast number of HHO chronicles but understand that about 50% of the required data is divulged and when you decide to really get serious about building one, you get really pissed when what seemed to be “decent” info falls short of your expectations.

At this time, i can report and document if asked, that a successful hydrogen generation system is in place in the SAV (Nissan Armada project vehicle built for Liquid Vision Inc.), my duramax diesel and several other vehicles. Successful does not mean that this system makes your car run on water. Successful does not mean that we doubled or tripled our fuel mileage. That being said, successful means that we can count on an increase of 7% to 18% better fuel economy and more importantly a significant decrease in emissions in all vehicles.  This was a result of several combined features in addition to the hydrogen system itself. in all cases for both diesel and gas engines, the air intake sensors and in the case of gas engines the O2 sensors must be monitored and adjusted to actually create the benefits sought via the installation of the hydrogen generation cell. This was first addressed by buying units that claimed to be able to modify and/or regulate the electronic messages sent to the ECM by these sensors. All of the units we bought were found to be either made so cheaply that they burned up or did not work at all. Seeing how electronics are not my forte, in fact it is my nemesis, this was a huge pain in the ass, not to mention a big hick-up in the project itself.

It was not until a couple of the PHD’s from SCRIPTS over in La Jolla got involved did I get back on track and really feel like this project had merit. An interesting fact was given to me by one of these fellas who are smarter than ten poeple put togather; he asked me a simple question and waited patiently for my answer, how is it possible for the men in a submarine to remain underwater for 60 days or so without coming to the surface to re-air the vessel?  That was somthing i had not really considerd. I suggested that the air was re filtered or reused and just got a solom look from my new mentor. He sparred me from further retarded guessing by telling me this: In the subs in order that they have a consistent oxygen supply for the crew to breathe, water is “dissassociated” by electrolisys in the same way that i was creating oxygen and hydrogen in the cells i had on the table in front of him. In the subs, the oxygen is used for crew support and the hydrogen is used to scrub the reactors. It was at this moment, 8 months into this project that I felt a sense of validation and certainly a renewed confidence in this undertaking. Since then, these guys have aided me in building electronic units that work without fail and actually interface with the ECU in a vehicle, seamlessly and without creating error codes in the vehicles computer system so that the hydrogen and oxygen that are being introduced into the engine via the intake manifold can be utilized by the engine as a fuel and the sensors that monitor the engine work in concert with the system.

The unit that that is currently on my duramax diesel built out of 100% 316L stainless steel. It is a tube design in which concentric tubing is fit inside the housing and the electric current is provided to the cell via a pulse width modulator. The unit operates at 11.97 volts and draws 1.5 amps. The fact that it only draws 1.5 amps is a breakthrough in this technology and this reduces a great deal of the stress that is placed upon the vehicles electrical system as well as increases the productivity of the cell itself. It is 18 inches long and has reactive cells that are 13 inches in length. These cells are encased in a 3.75″ housing and it is kept at an operating temperature by an aluminum cooling coil that is wrapped around the outside of the exterior cell wall.  The size of the cell placed upon a vehicle is determined by the engine displacement. the size of an engine is important because this dictate how much air and fuel that engine draws in during operation. Not all cells work for all engines and the amount of hydrogen required to make a difference in the emissions and fuel economy is dictated by displacement and cell size.

The duramax i am driving is one of the exceptional example of greater than expected performance from a hydrogen system.  Today, (this prompts the new post) i recorded fuel mileage in my diesel of greater than 28 mpg. This is on a mixed drive, both highway and city for over 200 miles. Can I contribute this to the hydrogen system?  Yes, but it also is a result of careful electronic management systems that allow the engine to operate and at a maximum efficiency and still maintain a correct fuel and air balance.

Am i happy about this breakthrough, Hell yes. Do I intend to build more of these systems? Hell yes now that I have seen for myself that it works and is reliable.

I normally end this with my “RIDE DIRTY” exit…….however tonight this is all about RIDE GREEN AND RIDE CLEAN.

more to follow and systems are under construction, you ready for yours?

Snakecharmer

Tags: EFIE module, HHO for diesels, HHO in a duramax diesel, HHO success, MAF sensors, MAP sensors

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