does anyone know how difficult it is to retrofit this device? Cost?

Their web site makes it sound like Hydrogen just sits around waiting to be used. They make no attempt on their main page to indicate that hydrogen is just an energy carrier. Interesting device though.

I agree with Andy.
I do not remember the figures, but in a SI engine, hydrogen burns much more quickly than gasoline.
That is why, in a SI engine that burns pure hydrogen, the spark timings should be more delayed than those of a gasoline engine.

Francois -

didn't you know BS was the most abundant power source on earth? Especially since the proton and the electron both rotate around the common center of gravity...

Note, however, that the addition of a modest fraction of hydrogen actually does stabilize the combustion of very lean gasoline mixtures (up to lambda = 1.6) and/or at high EGR rates. Arvin Meritor has developed a system that partially combusts a small amount of total fuel flow in an oxygen-deprived atmosphere, yielding synthesis gas (H2 + CO). The energy penalty of preconditioning the fresh charge is overcompensated by the gains due to lean combustion (principally, reduced throttling losses in part load). Net gains of ~10% were claimed. Unfortunately, any lean-burn concept will foil a three-way catalyst, so you need an expensive NOx store or SCR solution in addition to the fuel reformer.

For now, manufacturers such as Mercedes are using downsizing, turbocharging, direct injection, stratified combustion in part load and yes, NOx store catalysts for their high-end models. No hydrogen in sight yet.

Here's a thought....The dynometer chart given by H to-go (verified by Caterpillar), for a Cat C15 engine, has max HP at 380+ fewer RPMs. Granted, there is are differences between max power of diesel and diesel+H2, and between 1478 RPM and 1859 RPM, but some of the improvment may be in decreased engine friction and pump loss, due to lower RPM.

I remember as a kid a gadget that you installed under your carburetor, on top of your manifold. It promised a 30% improvement in mileage. It sounded feasible.

This was before I took a courses in mechanics and thermodynamics and received instruction in perpetual motion machines.

This reads like an add in the back of an old copy of Mechanix Illustrated. Watch your wallet!

a previous post here was about using a plasma device from a major auto part manufacturer to convert some of the fuel supply into hydrogen to take advantage of the benefits of hydrogen characterized combustion, included faster and more thorough combustion for power gains and pollution reduction.

so, hydrogen injection is advantageous, but whether the benefits outweigh the costs of onboard generation in an alternator driven electrolyzer is questionable

With icebergs on our doorstep it's about time we addressed the global warming problem;using hydrogen in a combustion engine is a small step forward. The ultimate is to strip the electrons via a fuel cell rather than burning the fuel; giving off zero pollution.

It is heartening to know that we do have people here in N.Z. that want to take us away from a crude oil economy to a sophisticated hydrogen one.

Our future is with H. "tHe friendly element"

Michael Halpin (founder HYDROGENHEADS)

Mike H.

I just wanted to comment about all the negative people out there. It is easy to be an authority on something you know nothing about. People never believed Edison could develop a light bulb or that Columbus could sail the ocean, but both proved the public wrong. The misnomer by the public is that you are running the engine on hydrogen, that is not the case. Hydrogen is the catalyst that gets a better burn from the fuel you are currently putting in your automobile. Pollution is nothing more than unspent fuel. A catalytic convertor recycles the fuel after the combustion chamber thus restricting flow and hurting fuel mileage. Hydrogen burns the fuel in the combustion chamber. You have increased horsepower and torque, your overall engine burns cooler, fuel mileage goes up, and I have in my possesion emmissions tests that average 82% decrease in hydrocarbons. I also have a lot more reports showing similar or better fuel gains. I have used a similar device on my Chevy Duramax pickup for 3 years, my horsepower went up by 68 horse, my torque by 118 lbs, my emmissions to 0, my engine runs about 200 degrees cooler, and my mileage is between 4.5 and 5 mpg better.

It was immpossible to run a 4 minute mile until Roger Bannister did it once, now a lot of people have ran the mile in under 4 minutes. So it is with Hydrogen, it has taken time to learn how to manage it, but it can be done, and the combution engine can be improved.

who can advise me?


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Driver differences can result in these improvements alone. Running at lower speeds will in general give great improvements. All automobiles used in fuel consumption tests can now be equipped with devices that measure power delivered to the wheels and integrate and record such power over months of time. They also can measure fuel consumption.

A simple engine that runs a generator on an instrumented test stand is a quick and fast way to prove efficiency increases, and all other driving tests are subject to unknown parameters including wind and road surfaces and tire inflation.

An electric car is the cheapest and most efficient to run, but it is too expensive to buy. Nothing will make a general fuel powered vehicle less expensive to run than an electric vehicle of the same weight. A very few people can get zero or low cost fuels.

..HG..