Quote:
Originally Posted by Christ
So I'm not sure I understand exactly what your argument is, if there is one.
I think one effect that has been seriously overlooked that could be a use of hydrogen is pre-combustion, such as that in Honda's CVCC design, where a very fuel rich mixture (composed of hydrogen and intake air) is used to ignite the rest of the compressed charge, a very lean gasoline or diesel/intake air charge.
The fast expansion and flame front of hydrogen makes a seemingly perfect introductory fuel, wherein it's initial burn is used to ignite the remaining fuel mixture, achieving the same ends as the CVCC engine was designed to achieve, while using less fuel to do it.
I would then wonder if onboard production would be a usable method.
Of course, I probably just gave some HHO idiot scam artist another way to explain to people why his ball canning jars will get them 100% more power and over 9,000 gas mileage.
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Well, probably!
Your right and saying what we all know and is being studied at MIT.
My base argument which got all over inundated with details (that were I to get into everything would be a book) is that one cannot remotely (in any efficient manner) produce enough hydrogen on board to take advantage of the benefits of hydrogen as you speak. Any efficiency gains made would be lost to the production aspects. Also the controls required are not for the layman. Pgfpro has the ability as may you to implement that type of engineering. As I reiterate Hydrogen with gasoline I.C.E., as with your Honda example, has much more compatible traits to the theories being implemented currently.
So that brings me back to this guy:
http://www.youtube.com/user/Silverad...03F1BD08497C53
I know he's a little pissy about it during his little mathematical demonstration, but he is correct. Plus he's only using a 5% to 7% of the energy addition of Hydrogen where in reality the ratio is usually a bit higher.