Hydrogen Augmentation of Vehicle Fuel

There is a lot of conjecture about augmenting a vehicles fuel with a hydrogen fuel cell.  I sourced the component parts and installed one in my 2013 Nissan X-Trail.  Since installing the unit it appears to me that it is effective in increasing the number of Kilometers achieved on one tank of fuel.  The gauge shows 7.8 litres/ 100 Km but with the hydrogen is shows 6.8litres/ 100 Km.  so I am effectively getting an extra 150 Km per tank.  The Fuel cell is now out to check and the consumption has increased back to 7.8.  Does it work?  For me, yes.

Has anyone else had experience with a hydrogen fuel cell? what was/ is your experience?  

What you're describing isn't really a hydrogen fuel cell in the common parlance.

A hydrogen fuel cell takes hydrogen, usually separated out of water with a PEM (Proton Exchange Membrane, if I recall correctly) or electrolysis, and feeds it into a system where it is recombined with oxygen to create electricity.

What you are describing is creating a volatile stoichiometric gas mixture out of water using electrolysis and then introducing that to your engine.

It doesn't work on most modern fuel-injection, as the fuel mixture is adjusted by the car's onboard computer based on external conditions. Thus, this analog futzing with the mix registers differently, and everything is adjusted accordingly.

I do know that there are some models on which it seems to work. The downsides are, of course, increased engine wear, as the ignition temperatures locally are higher than what the individual cylinders are designed for, or so I have been told after an engine reconstruction.

Also, apparently, older models were built tougher, and so could take more punishment. The newer the engines, the less durable they tend to be to this sort of wild variation from the ranges in which they were specifically designed to operate.

I was looking at this back in the early '00s. It used a familiar sales platform popular with free-energy scams. I determined that it wasn't worthwhile finding an old enough model for it to work, considering the relatively poor fuel economy of the vehicles on which this trick "works."

I haven't encountered conjecture, only sales pitches. To have this work properly, to achieve modern fuel efficiency requirements, and to not drastically shorten the lifespan of certain vehicle components for no real benefit, a vehicle would have to be designed specifically to make use of the different combustion dynamics.

-CK

Paul,

Fuel cells have long interested me.  About 20 years ago I had high hopes that fuel cells would quickly replace internal combustion engines completely, but that seems to be an ever receding dream.

But a fuel cell that could augment an ICE engine is an interesting option.  Do you have any specific information on how this works?  Is the fuel cell essentially acting like a battery in a hybrid car?  Is one required to occasionally fill up with hydrogen gas now and then.

Paul, you have my curiosity piqued and I would love to hear more if you have more information to pass along.

Nice thread,

Eric

Paul Fookes wrote:There is a lot of conjecture about augmenting a vehicles fuel with a hydrogen fuel cell.  I sourced the component parts and installed one in my 2013 Nissan X-Trail.  Since installing the unit it appears to me that it is effective in increasing the number of Kilometers achieved on one tank of fuel.  The gauge shows 7.8 litres/ 100 Km but with the hydrogen is shows 6.8litres/ 100 Km.  so I am effectively getting an extra 150 Km per tank.  The Fuel cell is now out to check and the consumption has increased back to 7.8.  Does it work?  For me, yes.

Has anyone else had experience with a hydrogen fuel cell? what was/ is your experience?  

As mentioned above it's not really a fuel cell. Usually its referred to as brown gas where the hydrogen and oxygen are mixed as formed and delivered together. If you have an older engine or even some throttle body fuel injected engines you could see some improved mileage in the short run. In a newer computer controlled engine with multi port injection nothing.  If you are using your alternator to generate the brown gas you will suffer early alternator death due to overheating. If you push the amount of hydrogen too high you will suffer metal fatigue in your engine and premature death. So yes reduced fuel consumption maybe on older vehicles but increased component wear and possible catastrophic failure... No mention of the incredible possible explosion risk of delivering hydrogen and oxygen through a single line...

David Baillie wrote:

Paul Fookes wrote:There is a lot of conjecture about augmenting a vehicles fuel with a hydrogen fuel cell.  I sourced the component parts and installed one in my 2013 Nissan X-Trail.  Since installing the unit it appears to me that it is effective in increasing the number of Kilometers achieved on one tank of fuel.  The gauge shows 7.8 litres/ 100 Km but with the hydrogen is shows 6.8litres/ 100 Km.  so I am effectively getting an extra 150 Km per tank.  The Fuel cell is now out to check and the consumption has increased back to 7.8.  Does it work?  For me, yes.

Has anyone else had experience with a hydrogen fuel cell? what was/ is your experience?  

As mentioned above it's not really a fuel cell. Usually its referred to as brown gas where the hydrogen and oxygen are mixed as formed and delivered together. If you have an older engine or even some throttle body fuel injected engines you could see some improved mileage in the short run. In a newer computer controlled engine with multi port injection nothing.  If you are using your alternator to generate the brown gas you will suffer early alternator death due to overheating. If you push the amount of hydrogen too high you will suffer metal fatigue in your engine and premature death. So yes reduced fuel consumption maybe on older vehicles but increased component wear and possible catastrophic failure... No mention of the incredible possible explosion risk of delivering hydrogen and oxygen through a single line...

Absolutely, Hydrogen and oxygen are a dangerous mix.  I adjusted the down line O2 sensor to take account of the potential changes though it is not strictly necessary for diesel engines.  I have a flash isolator in the form of a water filled container and between that and the engine, a valve that will release if there is an explosion/ backfire. The effect on adding hydrogen to the fuel mix from my reading is the more effective burning of the fuel.  I have not had an issue and I know two people who have been using this technology for over 20 years without a problem.... Yes you are right Dave,  Fuel cell is the wrong terminology as this is something different and not the subject of this discussion.  I am talking about as you rightly point out fuel augmentation.  As to the safety, regular servicing is paramount.  Mine is currently out for a rebuild/ cleaning.  The other thing to take into account is that it is not effective on short trips but on longer trips of over 1 hour, very effective.

Paul, that's interesting. You just mentioned this is a diesel -- I suspect that changes the calculations entirely.

My concern is about how much energy goes into the fuel gas generator vs. how much is saved. When a conversion is involved, energy is lost. Curse you, laws of physics!

I have contemplated the possibility of regenerative braking feeding a fuel gas generator. This is energy that would otherwise have been dissipated as heat. There is a lot of wasted energy even in a small car. And contemplating the brakes (or jake brake) on a fully loaded semi -- that seems like a ripe opportunity.

Douglas Alpenstock wrote:Paul, that's interesting. You just mentioned this is a diesel -- I suspect that changes the calculations entirely.

Doug, you have hit the nail on the head, the Laws of Physics are absolutely in play here.  There are a couple of other things, if you can break a bond, there is an energy release.  The aim therefore is to create some extra energy so the foot can come the pedal.  Hence less juice in the mix. So where does the extra energy come from to offset the losses?  My understanding and observation is that it comes from excess electricity generated from the alternator.    An alternator needs an excitation source so uses power from the battery anyway - I am not sure how much but this loss exists. The alternation gives some input into the total power system and this powers the hydrogen generator.  A hydrogen generator uses high amps and low voltage so, in my case, the end voltage is about 2 - 2.5 volts and about 4 Amps (8 - 10 watts).  Per my earlier post, we have a net positive available of energy.  It is like using breaking to generate energy rather than the heat being put into the rotors that have holes that give off loads of heat. Apparently a "Dry Cell" works better for static purposes but there is some efficiencies that cannot be gained like taking the foot further off the pedal when going down a hill a moving vehicle.

In theory, brown gas, should not work, but it does.  But in theory, I can prove black and white are the same but we all know they are not. I have not used petrol or LPG but I am told that LPG reacts best to hydrogen and petrol is better than diesel based on the amount of power/ energy (Kwh) increase.

I put the hydrogen unit in after the 1,000Km (First) service and the car is about to tick over 300,000Km (186,500 miles).

Paul,

Thanks for clarifying for me that this is not a fuel cell as I had initially thought.  I was initially thinking of a fuel cell replacing a battery pack in some sort of hybrid configuration.

So as you describe, would the vehicle need periodic hydrogen refueling.  On a slightly different note, you mentioned using natural gas as a hydrogen substitute.  I recently read an article describing propane injected Diesel engines that allegedly have two main benefits.  Firstly, they are supposed to start very easily in cold weather (this does kinda make sense).  The second benefit is really two-fold.  They allegedly get both better mileage and better fuel emissions—precisely because the diesel fuel is being burned more completely.

I was curious if this was just a fantasy or even a theoretical possibility so I went looking online for propane diesel injection.  What I found was a number of kits for Diesel engines meant to be fit to semi-trucks.  Honestly, this sounds really interesting, but I am still not convinced it is just not hoccus-poccus nonsense.  I don’t suppose you could shed any light on this for me?

Eric

Eric Hanson wrote:Thanks for clarifying for me that this is not a fuel cell as I had initially thought.  I was initially thinking of a fuel cell replacing a battery pack in some sort of hybrid configuration.

So as you describe, would the vehicle need periodic hydrogen refueling.  On a slightly different note, you mentioned using natural gas as a hydrogen substitute.  

Eric

Hi Eric, LPG aka liquefied petroleum gas is often confused with liquefied natural gas and associated petroleum gas.  I referred to LPG and not the other two.  I have no experience or information on the other two.
The hydrogen generated in my car is from electrolysis of water so the gas enters the air intake as H2O (gas) not H2O (Aq).  There are kits on line but they cost a fair bit.  For a truckie doing huge miles, it may be worth spending that coin and getting it professionally fitted.
The Myth busters did a segment to disprove the hydrogen fuel but in fact the opposite happened.  All was going well until they put too much hydrogen in and there was a flashback.  I dare say, there were some soiled undies on set.

Just to ensure that I was not feeding you porkies, I did a quick check and found this on Wikipedia: https://en.wikipedia.org/wiki/Liquefied_petroleum_gas

As for advice as on kits whether it is hoccus-poccus, I can categorically say my system works for my car.  I have seen other systems that are older than mine that are still going.  In 1987, I met a bloke who had made an electric car - way before the current stuff so I am never convinced that anything is not possible.  Dick Tracy had a wrist radio back in 1931.  Now every other person has an apple or some other type of web connected watch or the like.  If you get my drift,  what can be conceived it can be done.  There is a hub-less bike on the market - again, stuff of cartoons.  Getting back to your question on  whether it will work for you .....  mine works why wouldn't some one else's?  Just remember that hydrogen is explosive and oxygen is one side of the fire triangle IE, they are potentially dangerous.

There are some fabulous designs on YouTube but there are some that are clearly fake.  once you get into it you will soon spot the BS.  Would love to hear how you get on.  Looking forward to hearing about other's builds or experiences.
Cheers

Paul,

My mistake on the Natural gas/LPG.  Actually since there were a lot of kits available I did not doubt that this could be done.  My real question was whether or not it significantly boosted emissions ratings (makes sense) and especially if this turns into significantly better mileage.  The article specifically stated making an un-refueled trip  from coast to coast across the United States.  That sounds like a long ways to go just using fuel onboard but even if it just improved the mileage by a few MPG, that might well be worth the money invested.  I would think that if one operated regularly in cold weather, that alone might be worth the money.

Interesting concept, and I generally like your idea “if you can conceive it, it can be built.”  I don’t suppose you know what type of battery your friend used to build his electric car back in the ‘80s do you?

Eric

Also Paul,

I am asking these questions mostly out of curiosity.  I have always had a fascination with energy, even having done my history masters degree largely on the history of energy.  The subject gets quite complicated and at times perversely contradictory.  I have all gas vehicles (in the US, Diesel engines are rare and expensive on anything but larger pickups and bigger vehicles) but I do have a medium sized diesel tractor and I can certainly appreciate the physics and fuel consumption of the Diesel engine.

Eric

Eric Hanson wrote:Paul,I would think that if one operated regularly in cold weather, that alone might be worth the money.

Interesting concept, and I generally like your idea “if you can conceive it, it can be built.”  I don’t suppose you know what type of battery your friend used to build his electric car back in the ‘80s do you?

Eric

The batteries used in the car were deep cycle lead acid batteries.  He pulled out the back seat to give him the space  and added some storage over them.  His motor was a 40 Amp  and I think 24 volt.  The specific batteries were second hand telecommunication storage batteries that were readily available.
You are spot on with the perverse contradiction.  One thing that I have not yet posted so now is as good time as any; the thing with the hydrogen fuel is that the converter works best when the plates and water are warmed, hence why it will not work for short trips and gets more effective the longer the trip. So in cold climates, there is a heated airflow.  Because my vehicle is fuel injected, my inlet is in the air intake beyond the turbo air return.  We were going to use the vacuum line but it did not have enough air flow.
Depending in the number of hours you use your tractor for, you could trial a unit on it?  

Paul,

If my tractor were an older one I would jump at the opportunity.  However it is a fairly new one still under warranty and has almost as much electronics as it does mechanics.  It is a JD 2038R, the largest of the JD 2 series.  If I went up to a 3 series I would have gotten the same engine and frame (ironic) but even more electronics.  Actually what I got was great for my uses, but it does not lend itself to modification—I would probably have to reprogram the electronics (I have no idea how to do that) and there is almost no room under the hood as it is.  Also, this is unfortunately fitted with DEF equipment that might not like being tinkered with.Too bad because it is a really interesting idea.

BTW, I like the ingenuity your friend had to build that electric car out of essentially spare parts.

But this would be a really great project for an older tractor without electronics.

Eric

I studied US Patent 3980053 vigorously years ago. I typed 2 pages of proof reading errors made by the Patent Examiners. Doing a recent review of my findings, the ratio of windings is lastly, still a problem. The main circuit is just a beefed up capacitor discharge ignition at 600watts, and used for electrolysis, instead of low wattage unit for running a common ignition coil.
There is an "inherent" built in lowered efficiency set up ,designed in by Horvath, on purpose. The schematic electrical hook up in the Patent is to be able to use heavy amps as a final , without using a heat/energy wasting rectifier at 200 pulse amps at 600 watts. This brilliant small section of circuit solves the energy waste problem, but the step down windings ratio was incorrectly stated in Patent. With 300 volts injected by the cap into primary inductance, there seems to be a 270v loss to get to 30volts , and then a 10: 1 ratio, for final 3 volts DC. I then assumed there was a mistake as it should be 100: 1 ratio. But then again, that CANNOT BE RIGHT SINCE THERE IS AN INHERENT EFFICIENCY LOSS BUILT IN. The beginning power supply Inverter is high frequency 10,000 cycles. The 1st transformer for the Inverter is FERRITE CORE, which is normally designed for that frequency. The second following transformer using the discharge cap and ratio has low grade, low frequency iron laminations core. This speciality is for the designed in output pulse called critical positive voltage damped wave form, as a degraded final signal. (No heat loss from a 200 amp diode.) The core produces heat which is used to heat the water.

The question being presented here is, is it true then, because of the larger winding core loss of low frequency laminations on high frequency, that the REAL final winding ratio would be changed to approx 70 : 1 to be able to still get the required 3 volts as final?? I understand that Patents don't reveal exacting details, and the typed Patent should say 100:1,- they said 10:1 and are both wrong.

Instructions for the small CDI units for car or small engine ignition say that the high frequency unit is hooked to the regular auto ignition coil. Ignition coils are all called autotransformers with 3 terminals. The interior CORES ARE ALL low frequency iron laminations. Maybe I am reading too much into this, as it is common for cdi to use the iron lamination cores. What we didn't know was, the output pulse is POSITIVE DC VOLTAGE.

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Horvath Patents Allowed Engine To Run On Water Improved Electrolysis Efficiency
09-13-2023, 05:03 PM
I studied the Horvath Patents for a long time,way back, and understand the circuits. A duplication does not need a new cast carburetor and machined spoked electrodes as in Patent. The Electrical circuit is just a beefed up capacitor discharge ignition for MAIN POWER, with improved efficiency electrolysis for hydrogen and oxygen at 40 amps, 450 watts battery draw. The spark plugs are changed to zero ohms racing type or just get Champion brand with same reach threads and remove resistor from top, and replace with bit of #12 copper wire segment. The gases flow from water safety can to a "spud in jet" as fitting on side of old 1 barrel carburetor at the venturi point. This beveled copper tube + farrow seal cap was also used on small engines on propane conversion without the expensive type kit purchase. Read Patent 3980053, then I can answer you about how it works. A 1994 Chevy Geo Metro 3 cylinder engine with fuel system injector replaced with a used, single barrel Carter carburetor would suffice. You make an aluminum plate adapter. It has a distributor that can be adjusted for timing. The Patent transformer core size was given, so as I had enlarged photo on copy machine to get size of other parts.Substitutes can be used when ordering parts as long as the necessary design systems are included. The on time of current pulses was 42 microseconds out of 100.. 1 / F = Period of frequency.10khz = 100 microseconds time. The duty cycle of oscillator was .006. (.6usec/100usec) 22 amps cap discharge = 300V DC X square root of 1microfarad / 185 microhenries coil of TR2 primary.. Frequency of pulses to SCR was 10,000 cycles. Tr1 FERRITE type transformer charges up the capacitor to 300v AC. Diodes added for full wave DC..Main capacitor HAS TO BE ONLY polypropylene 1MFD AT 1000 VOLTS DC type as LOW esr. The 22 was amps into primary of TR2. The secondary side was 10:1 ratio. The fast switch SCR is only the high frequency type like a GE model 35 amp. The reverse pulse on the primary side circuit of TR2 shuts off SCR inbetween pulses automatically. The 200A cell pulses creates more Hydrogen with the aid of magnetic field.The TR2 secondary uses NO DIODE RECTIFIER as the pulses ARE called "critical positive wave" with core as laminations, for the high frequency , instead of ferrite. This causes degraded pulse wave as positive DC. Get laminations from take apart microwave old transformer. You would build NARROW rectangle box of high temperature Gray pvc plates. . Two SS magnetic type plates and metal strips to add to each for spokes. The large Alnico or small multiple STRONG Neodymium magnets get taped to outside of box. N + S on opposite sides box. The cover gets holes for various brass fittings. Cut out rectangle rubber seal and drilled + tapped holes for cover screws.Magnetic Field is between the electrode strip gaps under water. The Oxygen and Hydrogen gaseous bubbles rise up and transfer to special brass wool type fast one way valve before entering the safety water can. Water cell should use baking soda with distilled water, so as no cleaning of container minerals build up. The Metro engine compartment is LARGE and has plenty room to work. Engine could also be put on engine stand, but you would need the Bell housing because the starter motor mounts there.. The car called Geo Metro XFI model with 3cyl did get the highest gas mileage of any car- 52MPG. In Canada it was called the Firefly. Don't forget to buy test meters such as LCR tester. The Analog type face + needle multimeters will measure volts at high frequency, not digital. Float valve attached to cover and small DC water pump, white plastic plug in breadboard for oscillator, ect, you get the idea. I have the sheet of proof reading corrections from poor Patent examiner mistakes.
Last edited by russwr; 09-13-2023, 05:34 PM.
I studied US Patent 3980053 vigorously years ago. I typed 2 pages of proof reading errors made by the Patent Examiners. Doing a recent review of my findings, the ratio of windings is lastly, still a problem. The main circuit is just a beefed up capacitor discharge ignition at 600watts, and used for electrolysis, instead of low wattage unit for running a common ignition coil.
There is an "inherent" built in lowered efficiency set up ,designed in by Horvath, on purpose. The schematic electrical hook up in the Patent is to be able to use heavy amps as a final , without using a heat/energy wasting rectifier at 200 pulse amps at 600 watts. This brilliant small section of circuit solves the energy waste problem, but the step down windings ratio was incorrectly stated in Patent. With 300 volts injected by the cap into primary inductance, there seems to be a 270v loss to get to 30volts , and then a 10: 1 ratio, for final 3 volts DC. I then assumed there was a mistake as it should be 100: 1 ratio. But then again, that CANNOT BE RIGHT SINCE THERE IS AN INHERENT EFFICIENCY LOSS BUILT IN. The beginning power supply Inverter is high frequency 10,000 cycles. The 1st transformer for the Inverter is FERRITE CORE, which is normally designed for that frequency. The second following transformer using the discharge cap and ratio has low grade, low frequency iron laminations core. This speciality is for the designed in output pulse called critical positive voltage damped wave form, as a degraded final signal. (No heat loss from a 200 amp diode.) The core produces heat which is used to heat the water.
The question being presented here is, is it true then, because of the larger winding core loss of low frequency laminations on high frequency, that the REAL final winding ratio would be changed to approx 70 : 1 to be able to still get the required 3 volts as final?? I understand that Patents don't reveal exacting details, and the typed Patent should say 100:1,- they said 10:1 and are both wrong.
Instructions for the small CDI units for car or small engine ignition say that the high frequency unit is hooked to the regular auto ignition coil. Ignition coils are all called autotransformers with 3 terminals. The interior CORES ARE ALL low frequency iron laminations. Maybe I am reading too much into this, as it is common for cdi to use the iron lamination cores. What we didn't know was, the output pulse is POSITIVE DC VOLTAGE.

In The Patent, Capacitor discharges 22 amps pulse at 300v DC into primary coil 185microhenries. The ratio primary to secondary side changes current to 200amps pulse at 10,000 times a second.This then creates sufficient hydrogen fuel along with the other increases in efficiency for water cell. The engines then, run on water from tank. That particular ratio was 1 to 10 for higher amps. to cell. The amount of current injected relates to quantity of fuel gases evolved. What about the voltage reduction ratio??? 300 to 3 is not 10 to 1 ratio. Is there really a 270v loss in the transfer?? Something is going on here! If 300v changes to 3 volts at 100 to 1 ratio, then 22amps would chance to 2200amps. (The 200 amps sounds more reasonable.)

(Or just maybe, the LAST actual proof reading error in the US Patent, was the ORIGINALLY WRONG FINAL VOLTAGE, AS It should be 30 volts PULSE DC!) 10 to one Ratio for both voltage 300v down to 30v and current up from 22A to 200A. (The 200 amps sounds more reasonable.) Your comments needed!

Horvath Patents Allowed Engine To Run On Water Improved Electrolysis Efficiency

I studied the Horvath Patents for a long time,way back, and understand the circuits. A duplication does not need a new cast carburetor and machined spoked electrodes as in Patent. The Electrical circuit is just a beefed up capacitor discharge ignition for MAIN POWER, with improved efficiency electrolysis for hydrogen and oxygen at 40 amps, 450 watts battery draw. The spark plugs are changed to zero ohms racing type or just get Champion brand with same reach threads and remove resistor from top, and replace with bit of #12 copper wire segment. The gases flow from water safety can to a "spud in jet" as fitting on side of old 1 barrel carburetor at the venturi point. This beveled copper tube + farrow seal cap was also used on small engines on propane conversion without the expensive type kit purchase. Read Patent 3980053, then I can answer you about how it works. A 1994 Chevy Geo Metro 3 cylinder engine with fuel system injector replaced with a used, single barrel Carter carburetor would suffice. You make an aluminum plate adapter. It has a distributor that can be adjusted for timing. The Patent transformer core size was given, so as I had enlarged photo on copy machine to get size of other parts.Substitutes can be used when ordering parts as long as the necessary design systems are included. The on time of current pulses was 42 microseconds out of 100.. 1 / F = Period of frequency.10khz = 100 microseconds time. The duty cycle of oscillator was .006. (.6usec/100usec) 22 amps cap discharge = 300V DC X square root of 1microfarad / 185 microhenries coil of TR2 primary.. Frequency of pulses to SCR was 10,000 cycles. Tr1 FERRITE type transformer charges up the capacitor to 300v AC. Diodes added for full wave DC..Main capacitor HAS TO BE ONLY polypropylene 1MFD AT 1000 VOLTS DC type as LOW esr. The 22 was amps into primary of TR2. The secondary side was 10:1 ratio. The fast switch SCR is only the high frequency type like a GE model 35 amp. The reverse pulse on the primary side circuit of TR2 shuts off SCR inbetween pulses automatically. The 200A cell pulses creates more Hydrogen with the aid of magnetic field.The TR2 secondary uses NO DIODE RECTIFIER as the pulses ARE called "critical positive wave" with core as laminations, for the high frequency , instead of ferrite. This causes degraded pulse wave as positive DC. Get laminations from take apart microwave old transformer. You would build NARROW rectangle box of high temperature Gray pvc plates. . Two SS magnetic type plates and metal strips to add to each for spokes. The large Alnico or small multiple STRONG Neodymium magnets get taped to outside of box. N + S on opposite sides box. The cover gets holes for various brass fittings. Cut out rectangle rubber seal and drilled + tapped holes for cover screws.Magnetic Field is between the electrode strip gaps under water. The Oxygen and Hydrogen gaseous bubbles rise up and transfer to special brass wool type fast one way valve before entering the safety water can. Water cell should use baking soda with distilled water, so as no cleaning of container minerals build up. The Metro engine compartment is LARGE and has plenty room to work. Engine could also be put on engine stand, but you would need the Bell housing because the starter motor mounts there.. The car called Geo Metro XFI model with 3cyl did get the highest gas mileage of any car- 52MPG. In Canada it was called the Firefly. Don't forget to buy test meters such as LCR tester. The Analog type face + needle multimeters will measure volts at high frequency, not digital. Float valve attached to cover and small DC water pump, white plastic plug in breadboard for oscillator, ect, you get the idea. I have the sheet of proof reading corrections from poor Patent examiner mistakes.
Last edited by russwr; 09-13-2023, 05:34 PM.
I studied US Patent 3980053 vigorously years ago. I typed 2 pages of proof reading errors made by the Patent Examiners. Doing a recent review of my findings, the ratio of windings is lastly, still a problem. The main circuit is just a beefed up capacitor discharge ignition at 600watts, and used for electrolysis, instead of low wattage unit for running a common ignition coil.
There is an "inherent" built in lowered efficiency set up ,designed in by Horvath, on purpose. The schematic electrical hook up in the Patent is to be able to use heavy amps as a final , without using a heat/energy wasting rectifier at 200 pulse amps at 600 watts. This brilliant small section of circuit solves the energy waste problem, but the step down windings ratio was incorrectly stated in Patent. With 300 volts injected by the cap into primary inductance, there seems to be a 270v loss to get to 30volts , and then a 10: 1 ratio, for final 3 volts DC. I then assumed there was a mistake as it should be 100: 1 ratio. But then again, that CANNOT BE RIGHT SINCE THERE IS AN INHERENT EFFICIENCY LOSS BUILT IN. The beginning power supply Inverter is high frequency 10,000 cycles. The 1st transformer for the Inverter is FERRITE CORE, which is normally designed for that frequency. The second following transformer using the discharge cap and ratio has low grade, low frequency iron laminations core. This speciality is for the designed in output pulse called critical positive voltage damped wave form, as a degraded final signal. (No heat loss from a 200 amp diode.) The core produces heat which is used to heat the water.
The question being presented here is, is it true then, because of the larger winding core loss of low frequency laminations on high frequency, that the REAL final winding ratio would be changed to approx 70 : 1 to be able to still get the required 3 volts as final?? I understand that Patents don't reveal exacting details, and the typed Patent should say 100:1,- they said 10:1 and are both wrong.
Instructions for the small CDI units for car or small engine ignition say that the high frequency unit is hooked to the regular auto ignition coil. Ignition coils are all called autotransformers with 3 terminals. The interior CORES ARE ALL low frequency iron laminations. Maybe I am reading too much into this, as it is common for cdi to use the iron lamination cores. What we didn't know was, the output pulse is POSITIVE DC VOLTAGE.

In The Patent, Capacitor discharges 22 amps pulse at 300v DC into primary coil 185microhenries. The ratio primary to secondary side changes current to 200amps pulse at 10,000 times a second.This then creates sufficient hydrogen fuel along with the other increases in efficiency for water cell. The engines then, run on water from tank. That particular ratio was 1 to 10 for higher amps. to cell. The amount of current injected relates to quantity of fuel gases evolved. What about the voltage reduction ratio??? 300 to 3 is not 10 to 1 ratio. Is there really a 270v loss in the transfer?? Something is going on here! If 300v changes to 3 volts at 100 to 1 ratio, then 22amps would chance to 2200amps. (The 200 amps sounds more reasonable.)

(Or just maybe, the LAST actual proof reading error in the US Patent, was the ORIGINALLY WRONG FINAL VOLTAGE, AS It should be 30 volts PULSE DC!) 10 to one Ratio for both voltage 300v down to 30v and current up from 22A to 200A. (The 200 amps sounds more reasonable.) Your comments needed!

Nathren and the 3 tech people in Georgia , 2005-2019, used the brand name (Power On Board), for the 3 types of inverters they used.  750Watt, 400Watt and I just ordered the other one called 150W as the plug in types for cigarette lighter.( DC to 120v AC) The small one may be important because,, with the outer plastic casing removed, The switching transistor circuit would FIT INSIDE the plastic deli tub on side of Briggs 18HP. Remember, 100 volts is also required to add to the low voltage main power and 6-10 amps, as going to spark plug along with the high voltage. There is a starting mode where flywheel turns slowly, and engine idling mode at faster RPMS. At both modes , the 100v is required and as DC with bridge rectification. Series current limiter resistor also put in, as it is not the main power source.
My other idea was to hook up a tiny PC Board type miniature relay with 2 sets of contacts, with 12v DC coil, to act as a vibrator with capacitor added. Nathren had said in the web forum, that there was no capacitor in his circuit! He however, being non-technical person , may have meant "condenser" , as a play on words! Sen me your comments and questions. I will try to keep you updated.