Home   Savings   Test Results   Diesel   FAQ   Testimonial Video   Demo Video   Newsletter   Order   Contact

 

Home

 

Savings    

 

Test Results

 

Diesel

 

FAQ

 

Testimonial Video

 

Demo Video

 

Newsletter    

 

Order    

 

Contact

 

 

 

 

 

January 2006 Newsletter

 

Austrian Road Tests Show Improvements in Mileage and Acceleration

 

University Testing Promised This Month, EU Certification Depends On It

 

Diesel Vehicle Achieves Better Than Expected Improvements

 

          Here I am in Austria after working for four days on installation, testing, and meetings with prospective dealers.  Things have been busy and jet lag is just starting to wear off.  Let me update you on what was planned and what has actually happened.

 

          My dealer in Austria is seeking European Union government approval for the Hydrogen Boost system from University and government agency testing facilities.  My trip was scheduled with the assurance that some pre-installation testing would be concluded before my arrival.  Since the University testing team’s dynamometer broke down last month, they were not able to do the pre-test before my arrival. 

 

          So my task was to install the Hydrogen Boost system on a gasoline powered Ford Fiesta and a diesel powered Ford Fiesta in such a way that it could be shut off completely to enable a pre-test, after installation.  That may not sound like a difficult task to some because you may think I can just pull the fuse for the hydrogen generator and its off, right?

 

          Well it is not that simple, because the Hydrogen Boost system is not just the hydrogen generator as many of my prospective customers would like it to be.  Even if it was, how could I reverse the long-term benefits that the hydrogen generator has upon the engine when it cleans out the carbon that is built up in the combustion chamber?  The fuel heater is another problem.  Normally the fuel heater installation instructions call for a simple installation of the fuel heater into the heater hose circuit.  If I were to shut off engine coolant circulation to that circuit, there would be no cabin heat.  That would be uncomfortable for the testing team since it is in the middle of the winter here.  The most difficult problem is that the engine treatment cannot be shut off once it is installed.  It also cannot be instantly turned on if I simply leave it out for the pretest and pour it in for the post test.  It takes 5000 miles of driving to treat the engine.

 

          Faced with this challenge I found out that the University testing team wants to schedule the pre-test and post-test for the same day or at least consecutive days.  Great!  We’ll have to come up with a great compromise that will only test part of the Hydrogen Boost system now, shut it off for the University pre-test and then turn on what we can and do the post-test.  My biggest concern is that the testing team will test only part of the system and expect the total advertised improvement that the total system can provide.  Besides all the above problems, I was informed that the testing team expects to test only a “bolt on” system that does not modify or change any part of the engine or the vehicle.  Well that is also a problem, because our system recommends a change of engine coolant thermostat setting and replacement of the ethylene glycol antifreeze with propylene glycol.  And our electronic control circuit could be considered a change of the engine control system.  

 

          So my compromise was to install the hydrogen generator as usual.  Install the fuel heater the way I install it on my test vehicles, with tees from each heater hose and a secondary circuit that goes through our fuel heater and at least one shut-off valve that will prevent engine coolant from going through the fuel heater.  Install the electronic control circuit but maybe not use it if negotiations with the testing team are unfruitful.  Refrain from the engine treatment until after the pre-test and hope that it does have some immediate short-term benefit.  Do our customer/dealer’s road testing with only part of the system and hope that the University testing shows a better result.

 

          At least one thing went right.  I was assigned a really good mechanic who I also consider an artist.  I am a function over form guy, which you can probably tell by my sloppy experimental installations.  I care more about how it works than how it looks.  Well Rene cares about both and he did a nice job with me making the system looks very professional and neat.  We installed what we could on both vehicles, leaving out the engine treatment.  Rene was with me, running the stop-watch and verifying my consistent cruise speed for the diesel tests.  Another Austrian man and my dealer accompanied me on the gasoline powered Fiesta test drives.  Everything is verified by witnesses and the results were almost exactly as I expected.

 

          The procedure for mileage tests were to use the Scangauge trip mileage screen and travel numerous times over a set course on a fairly flat section of road just out of town, about 1 mile long.  We had a start line (first tree) and a finish line (stripe across the road where pavement had been replaced.  We set the speed at 80 km/hr and reset the trip mpg computer as we crossed the start line and then recorded the trip mpg reading as we crossed the finish line, keeping a steady 80 km/hr throughout the course.  We repeated the test three times in each direction and added all six readings together for a baseline figure.  The post-test was done exactly the same way with the same people riding in the vehicle and with the same weather conditions.  The post-test was done obviously with as much of the Hydrogen Boost system turned on as we could, the hydrogen generator, the fuel heater, the electronic control circuit, and proper tire pressure, but without the engine treatment. 

 

          With the diesel powered vehicle there was no electronic control circuit because there is no fuel ratio to adjust on a diesel.  With the diesel Fiesta we also did two acceleration tests.  To prevent any inconsistency in clutch techniques from a standing start, we used a flying start method.  On the first test we started the watch as I floored the accelerator with the transmission in second gear at 2000 RPM and stopped the watch when we reached 4000 RPM in 3rd gear (signaled to the watch keeper by my shifting into fourth gear).  The second acceleration test procedure was to start in 4th gear at 2000 RPM and stop at 3500 RPM, without changing gears.

 

          Following are the results of the tests:

 

Mileage tests for the gasoline Fiesta showed a 5.3% increase in mileage without ECC.

Mileage tests for the gasoline Fiesta showed a 16% increase in mileage with ECC.

Mileage tests for the diesel Fiesta showed a 9% increase in mileage

Acceleration tests for the diesel Fiesta showed 9.3% faster for test one.

Acceleration tests for the diesel Fiesta showed 10.6% faster for test two.  

 

When the engine treatment is fully implemented I expect these improvements to become consistent with the results we have achieved in the past.  We expect 20-25% increase in mileage on the gasoline powered vehicle and we expect 12-15% mileage and acceleration improvement on the diesel powered vehicle.

 

When the University testing team does their testing we expect somewhat lower numbers because we don’t expect them to allow use of the ECC (electronic control circuit) nor the proper tire pressure.  Even though the engine treatment will be poured into the oil and fuel, I do not expect any benefit from it because there is no time to actually treat the engine.  If I see a reported 8% improvement in mileage on either vehicle by the University testing team, I will be pleased.

 

            

Conclusions

         

          Hydrogen Boost is a complete system that has consistently achieved considerable improvements in mileage when the whole system is applied.  Even without the driving techniques applied, Hydrogen Boost equipment and maintenance has also been quite consistent in showing improvements.  Using only parts of the system has also been consistent in showing that incomplete system implementation will bring disappointing results.  As you can see in the tests reported on in the last few months that the electronic control circuit is very essential in taking advantage of the affects of the other components on gasoline powered vehicles.  This shows that what we said in our November 2001 newsletter is indeed correct.  Just like plowing with a horse, a farmer, and a plow can get a lot of plowing done and leaving out one of these will negate the affects of the other two; it is essential to use every component of the Hydrogen Boost system.  The ECC alone will not improve mileage, the hydrogen generator alone will not improve it much, and a fuel heater alone will do little more, but all three plus the other components will do a much better job at increasing the efficiency of a motor vehicle.

 

          I also want to express my new found confidence in the use of the Hydrogen Boost system on diesel powered vehicles.  We now have done testing on a diesel passenger vehicle and have positive results, even without the engine treatment.  I believe this shows that my decision to add a diesel page to our web site with four new options for a Hydrogen Boost system was about time.  Visit our diesel page by clicking on any of the numerous Diesel links.

 

Click here to ORDER NOW

Home    Savings    Test Results   Diesel    FAQ    Newsletter    Order    Contact

 

 

 

 

 

 

 

 

 

Home

 

Savings    

 

Test Results

 

Diesel

 

FAQ

 

Testimonial Video

 

Demo Video

 

Newsletter    

 

Order    

 

Contact

 


Free counters provided by Honesty.com .

 

 

 

 

 

Help

Help

Help