Brown’s Gas
July 4th, 2010 | 
Author: 
Is hydrogen actually injected into the engine of their vehicle while running?
I’ve seen these electrolysis equipment for sale and I really do not think it can ever work. Is anyone using one of these devices, and how it is working?
I have a friend who bought one and said that when he’ll find enough spare time he’ll tackle this project and fit it on his ’96 Ford F150 truck …
To be totally honest I’m thinking its just an internet hoax thing for those who try and make any bucks possible online. I might be wrong, but physics and chemistry lessons seem to fall out of place here…. but I was never a super star in physics and chemistry as a student back in my time!! (I was actually the 2nd worst in my class)
Is there anyone out there who has experience in this Brown’s Gas/hydrogen thing and is willing to explain for anyone suspicious like me, instead of the usual vulgar comments found in most online forums? I’ve tried many places before airing my opinion but all I got is either a link, with no real value information and only had the option to buy now, or someone would tell stupid comments instead of being helpful and educational (if they new about the subject in the first place). Who knows, if I am convinced enough that it will work and I am not throwing money out of the window I might even consider getting one on my 2000 Honda Civic Vtec. The fact that my friend has left this thing idle till he’ll find time made me even more suspicious….. as I actually offered my spare time to help him out but he still didn’t budge!!
Thanks,
Chris Burns, New York
Hi Chris, it’s Johannes one of the founders of AlternativeFuelEnergy.net. I think I am in a good enough position to answer your question with honesty and transparency because of my involvement in these hydrogen fuel cell testings we’ve been doing on our private cars before offering such services to our clients.
First let me make this SUPER CLEAR: These systems do work and are efficient if the design is correct and has been though out skillfully and not just thrown as a quick try-it-or-leave-it thing. No all systems manage to gain the same results. This depends on a number of factors which are the HHO generator design, the type of generator, meaning if it is a wet or dry cell system, the plate design and number of holes, spacing and hole diameters.
Mainly when designing a system the end result must have certain characteristics so that it can be viable and effective enough to run in conjunction with your engine.
1. The first thing is the amperage withdrawal. The best systems do not draw too much amperage. The more current withdrawn the more hard the alternator has to work to keep up with the load. This means that the engine is running at a higher idling to compensate that lost current. It is the same like when you have the main beam lights On. Do you notice the engine revs will rise up slightly?
2. The electrolyte temperature has to be stable enough and not keep rising to infinity. Running your hydrogen cells hot will produce much more gas instead of hydrogen, which is not only useless for the system but is also outright dangerous. It also has a reverse effect on the system so the current withdrawal is being wasted with little positive energy (hydrogen) being released into the manifold mixture.
3. The size of the generator and the rest of the system’s external components is another problem with certain generators. When being tested on a workbench with a test engine being used as a dummy simulator, everything is fine. You do not have any space constraints. So if the the system does its job well in the fuel economy department you think everything is fine and may be ready to install. But the truth is that most modern vehicles, have a lot of extra components attached to the engine like the power steering pump, air condition pump, condenser and pipework, ABS pump and its electronic module, the PCM on OBD2 engines and their dedicated fuse-box compartment, which in some vehicles is nearly as large as a lunch box, the inter-coolers and oil-coolers and many more ancillaries. So image the difficulty in finding a decent empty space for the installation of the HHO generator and its external components like the water reservoir, bubbler, wiring harness, the electrical and electronic devices. Also you must consider that it has to be in a reachable position for its general preventive maintenance and up-keep.
4. The design should have all the necessary safety features included in the design, and not as an after-thought like safety electrical inline supply fuses for the electrics, a safety blow-out valve, sturdy materials with high temperature fittings, including water tank reservoirs etc. I have seen many designs where a glass jar was used, maybe a big Walmart honey jar? In case of an impact or some extreme hot conditions the glass may easily shatter to pieces, filling everywhere with the electrolyte.
With these main four criteria cleared and done using professional applications an HHO Generator, or Hydrogen-on-Demand (latest buzz word which makes total sense as I’ll explain shortly) you will have a cleaner running engine with much less mechanical wear, the engine will run smoother (noticeable vibrations and some clattering of components are dwarfed out) and best of all will be running with at least 20% — 55% less fuel.
The wear is less because the normal oil-based fuels are abrasive in nature, the carbon produced by the burning fuel is very abrasive and has no positive functions in the engine’s internals, other than sometimes sealing a slightly tired manifold gasket or muffler to pipe gasket. This carbon is the very reason why smog testing has been introduced around the world. With the hydrogen and very little fuel (gasoline or diesel), the engine is producing less carbon and the hydrogen in combination with the fuel and air mixture is much more powerful. This results in more power generation for the same amount of energy used, and the fuel and air mixture is being burnt completely as opposed to traditional fuels.
Hint: Catalytic Converters and Oxygen stream sensors were introduced for this very same reason. Engines were not burning the fuel completely causing harmful and toxic emissions.
When the trio fuel mixture (hydrogen, engine’s original fuel [gasoline or diesel] and air is burnt it is acting like a steam power wash as the exhaust gas is actually dry steam. This occurs because of the engine’s internal running temperature which dries up the steam immediately. This is important because any wet type (dense) steam will attack the metal and aluminum components in the engine, which results in rust and pitting surfaces.
Carbon is virtually non-existent when running the hydrogen-on-demand. The reason is that much less original fuel is being used and because of the “steam power-wash effect” which even manages to clean the old carbon accumulation. Even on older engines there is no need to decarbonize the combustion chambers manually by opening up the engine as it will be eventually cleaned up, if the system is given sufficient time to run, maybe a few months in the worse-case scenarios.
The final burnt product of the trio fuel mixture produces less heat generation compared to when the engine is run on its normal fuel status. This will result in a cooler overall normal engine running temperature which produces less friction on any rotating and reciprocal parts.
As I promised earlier, the time has come to explain the hydrogen-on-demand phrase. Hydrogen storage can be a hazardous issue and that is why the R&D of many vehicle manufacturers who are in the green hydrogen technology are facing some big challenges. The main challenge is how to store the liquefied hydrogen safely. Many special tanks have been produced and tested for vehicles running solely on hydrogen and are ISO and TÜV certified, but because of the material thickness to meet all safety criteria, they are extremely heavy. The fuel consumption is increased instead of decreased (in hydrogen) when installed on the vehicle. So while the stationary testes were very positive, with the heavy tanks it was another story.
The hybrid hydrogen systems out there produce hydrogen-on-demand when the engine is running only, meaning there is no hydrogen generation once the engine is not running and there is no hydrogen storage tanks in the system. The only storage, bar the engine’s normal fuel is the water which is used in the electrolysis process to generate hydrogen.
I hope this has helped you clarify any doubts about your situation doubting “if this is for real.” You are free to visit our website Alternative Fuel Energy for more HHO technical articles, and you might also be interested in our tests on 5 independent DIY kits.
They were all quite up to standard, but as usual we had our favorite picks. We have given them our scores on many different pre-set test points so it is easier for anyone reviewing them to understand where they score highly and where they lack in the points department. If you would like to speak to us or have any questions, just use our dedicated contact-form in our site. Tell your friend that he is also welcome if he gets stuck during his own project.
You may also find the product links below useful of DIY HHO Generator Systems, which may inspire you on which route to base your decision on. Whichever way you choose to go, as long as the system is decent enough to gain some extra fuel mileage you are onto a winning start in fuel economy.
If you would not like to risk any chances, take our personal DIY HHO Products Tests and Reviews page and any product you pick is a sure winner, including the one with the least scores. It only got the least scores because the other products had slight advantages or were slightly better overall, but the product itself did work as intended.
Browns Gas
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