Author Topic: Start here your topics on the water injector & ambient airgasprocessor system  (Read 33201 times)

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Hi Steve,
Thanks, I agree. To my mind on the vehicles with fuel injection theres a challenge to overcome - with a cell the option is to run a hybrid diesel/petrol and cell install or a 100% setup. In the hybrid setup some put the hho supply before the buttryfly, some connect directly to the intake manifold, the latter meaning that fuel savings / efficiency relies upon less opening of the butterfly, there are also complications with vacumm on a cell....and so on. What I found with my first install was no matter what I did, the fuel consumption of the vehicle was tied to the air flow meter, throttle position sensor, oxy sensor temp sensors and the map of the ecu and engine spark timing.

I found  obd1 vehicles are just tough to play with the ecu unless the tools to modify are available, particularly so as auto gearboxes have their ecu linked to the main ecu......

so thats why im thinking the injector is the way to head to as the injector timing would already be there to be used from the ecu.....

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For practical purposes of actually making an injector/ plug what would be a suggested drawing to work from?

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Any pointers gratefully received thanks, it is fabulous to witness the substantial theory being worked out on the tube/plate fuel cells but imho to be free is to have a way to practically install something in a vehicle, thats why I am asking. Thanks

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Good morning members. I've attached a PDF called "Eureka Fuel" after a reply I did over at watercar@yahoogroups.com earlier today. Even if the knowledge about the subject's been known for a few years, I thought I would post it here as well before anyone ells claimed the right to it, as it happened before. Not claiming I am the inventor, but rather letting people know that I was part of discovering the events taking place and allowing more individuals to become aware of the knowledge.
I am happy to help further the understanding of the process. So enjoy the information in this document and have a nice day.

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" The months past and an engine project was showing problems when using Hydroxy gas generated as is from the electrolyser. Water had formed in the oil proving that Hydrogen molecules had passed beyond the piston-rings and bonded with Oxygen, and power development was also in the lower region due to the fact that the flame front burned too fast - the same problem as many others have. Tests was done with compressed and pure H2 but the problem remained - water was formed in the oil, and this was a bad thing. This problem had to be addressed, a solution had to be found. "

Hi Iontruster, I was wondering when others would see such a problem.

I would suggest treat the oil and improve boundary lubrication, the product to use is Powerup NNL690.

Use google to locate a distributor.

 3% Powerup added to the engine oil does in fact substantially increase the film strength and boundary lubrication. I can tell you I have seen friction tests done and its simply amazing - their grease is simply excellent for bearings.

There is also another bonus - with Powerup in the oil - as I have seen, water does not separate into the layers causing problems - any good Powerup distributor can show the friction tests on their tester machine and show how water in oil is much different with Powerup added. That is why anyone putting any wfc on their engine I think should at a minimum treat their oil to ensure the friction barrier remains intact.

By adding a dose of powerup in the fuel(petrol or diesel at a ratio of 1/2ml powerup per litre of fuel) a upper cylinder boundary lubrication is kept - i would say give it a go.

Thanks for a very interesting document
« Last Edit: July 07, 2011, 09:28:03 am by wfchobby »

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"and power development was also in the lower region due to the fact that the flame front burned too fast - the same problem as many others have. Tests was done with compressed and pure H2 but the problem remained"

I can think of two other reasons for that.

-chamber walls are too hot and ignite the h2 uppon contact..... too early. Add some water vapour to the intake air to cool the engine down. Google that.
-ignition timing has to be changed because h2 combusts more rapidly than gas/patrol

read http://www.free-energy-info.co.uk/Chapter10.pdf page 55-61

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"and power development was also in the lower region due to the fact that the flame front burned too fast - the same problem as many others have. Tests was done with compressed and pure H2 but the problem remained"

I can think of two other reasons for that.

-chamber walls are too hot and ignite the h2 uppon contact..... too early. Add some water vapour to the intake air to cool the engine down. Google that.
-ignition timing has to be changed because h2 combusts more rapidly than gas/patrol

read http://www.free-energy-info.co.uk/Chapter10.pdf page 55-61


Yes, there might be multiple reasons why the problems were present, but I was working on a distance and could not be there, I had limit methods of solving the problem. But did so in a chemical way as you've read.

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@ wfchobby


Contact me - re_crea_06@hotmail.com


regards