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julian webb
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Started this discussion. Last reply by gabet123 Mar 22, 2014. 15 Replies

Hi AllI've never been lazy but I thought this particular situation called for the best possible advice/reply that the HODINFO knowledge pool could muster.While I have been a member on and off for a…Continue

 

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Profile Information

What is your HOD level of experience?
Just Curious
What is your Skype ID? Skype it is free and recommended. http://skype.com
julesison
What do you do for a living or have special education in?
semi retired. i have an r&d background mainly electrical
Is there anything else you would like to add?
i at last have the time to build/test/develop a few ideas/circuits i have been simmering in the back of my mind while i went through the family/mortgage years. i have a small factory, cnc machine, etc etc and the time to "mess around".

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At 5:46pm on January 20, 2015, Barry Holzsweig said…

julian...i cannot say for sure how much less fuel you'll need per hour in the 1800- 2000 rpm range but i can say with certainty that we have had an 18-25 increase in mpg with diesel engines overall- from 1.8 liter vw rabbit engines to cat 14 liter engine. Fuel reduction is always best at mid to high rpm and the steadier the speed the more consistent fuel economy will be. You may want to install a system on one engine and see how much less fuel you need for that engine when you top off the tanks. That would give you factual data to work from and would not be a great expense.

At 8:42am on January 20, 2015, Barry Holzsweig said…

Julian, we do have systems that will fit nicely on your boat and reduce liters/hr consumption for your diesel engines. I see the CAT 320 is a 10.4 liter engine. We have two options you may consider. One is a cabinet system for each engine in the $3,000.00 range, the other is 4 of our ECO reservoir systems which are much smaller and in the $1,500.00 range.  If you send me an e-mail address, I will send you pictures of each and we can proceed from there.

At 10:28pm on January 14, 2015, Barry Holzsweig said…

Julian,

I'm making the assumption that the engine is used in a marine application. To understand how burning 100% of the fuel yields more mpg( or in your case more hours per liter of diesel) you must understand how hho works in engines.

There is a point on the crankshaft for each cylinder called the critical angle. It is the point at between 11 degrees and 24 degrees After Top Dead Center (depending on the stroke of the engine) where the piston begins to descend in the cylinder faster than the combusting gasses are exerting pressure on it. At this point, if any of the combusting gasses are still burning, they will be sucked down in the cylinder and then pushed out in the exhaust (that big black cloud of smoke).

Diesel engines are designed to "flash" (point where the fuel/air mixture explodes) 1-3 d3 degreees ATDC. This makes them efficient because all of the combustion- right from the flash is used apply force to the crankshaft. However, the burn rate of the combustion is so slow that the fuel/sir mixture is still burning after the critical angle is reached. Consequently, fuel, that could be used to push down on the piston is sucked down and then pushed out of the cylinder. About 30% of the combusing gasses are pushed right out of the cylinder. 

Hho accelerates the burn rate of the fuel/air mixture. By accelerating the burn rate, using the correct amount of hho, all of the combusting gasses will be burned before the critical angle is reached. More fuel used to push on the piston means more power.

A truck driver would sense the increase in power and lessen his pressure on the accelerator thus using less fuel for the same speed. The same would be true in marine applications. A steady throttle would produce more power and the boat would reach it's destination in a shorter time using the same amount of fuel without hho. Or you could throttle back and maintain the same spped and use less fuel.

I hope this helps. There is a more detailed explanation on our web site www.fuelgeniesystems.com/howitworks.

At 8:16pm on June 25, 2014, Richard Keough said…

HI Julian: I understand what you mean now. The fuel is metered as the accelerator is depressed. The introduction of the gas into the air intake at the turbo will cause the fuel to burn more completely and the added power from combustion will require less pressure on the accelerator. It is as simple as that! 

One drawback is that people who drive diesels, particularly bus drivers, only have 2 speeds.

To the floor or foot on the brakes  

At 8:28am on June 23, 2014, Richard Keough said…

Julian: If you are referring to the use of HOD, the size and or number of hydrogen producing cells will provide the maximum amount needed, (or close to it), to be introduced into the ambient air intake. I have never heard of an accurate way to determine the per liter of hydrogen per liter of displacement, per type of engine. There are also different classifications of hydrogen types produced by HOD devices, as we have previously discussed.

Regards, Richard

At 7:42am on June 23, 2014, Richard Keough said…

Hello Julian: Are you saying that you are using compressed pure hydrogen metered from a tank?

 
 
 

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