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Old 07-18-2014, 11:22 AM   #61 (permalink)
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I get almost 20mpg pulling a trailer behind a suburban with out HHO.
If you are really worried about fuel consumption get a car, drive the truck less.
I have put fuel in my suburban twice since January and its still nearly full, because I drive the car for almost everything.

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1984 chevy suburban, custom made 6.5L diesel turbocharged with a Garrett T76 and Holset HE351VE, 22:1 compression 13psi of intercooled boost.
1989 firebird mostly stock. Aside from the 6-speed manual trans, corvette gen 5 front brakes, 1LE drive shaft, 4th Gen disc brake fbody rear end.
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Old 07-21-2014, 04:19 PM   #62 (permalink)
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He'll be back...

Quote:
Originally Posted by mcrews View Post
You (all of us) realize that op has not come back since his " I only found 1 thread" claim????
...eventually. Based on the last gap in his participation, give it a couple of years.
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Old 07-21-2014, 04:24 PM   #63 (permalink)
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Quote:
Originally Posted by Havens78 View Post
Is it worth it? That is a loaded question, but let me ask you another one. What is 20% improvement worth to you? is it worth 4-6 months of trial and error in tuning your vehicle? 30 hours of installation time? $1500 to $2000 in parts? That is what i've found to be more true on some vehicles, every vehicle is different and has to be treated as such. There is no one kit fits all and a $400 dollar kit won't do it, if its cheap there is a reason.
You haven't presented evidence, you've stated that you're a participant in some shady organization you won't name, have generated data you won't share because it's necessarily kept secrets, but the necessities aren't described.

Is it worth it: without the data you and your organization generated, how can I know? My hunch is that it will never be worth it. If it were, almost any dollar amount up to the original purchase price of the car would be reasonable. I tend to keep cars for decades and drive hundreds of thousands of miles; if I can double a vehicle's fuel economy the savings would be very large indeed. But I don't think HHO has that capacity.
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Old 07-21-2014, 04:50 PM   #64 (permalink)
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We do have some data; look at his fuel log. The pickup has a full load of unicorn poop in it and still it's a thirsty pig.
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Old 07-22-2014, 06:08 AM   #65 (permalink)
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Maybe he doesn't even exist. Maybe his account was just created by the Illuminati to discredit HHO!
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Old 07-22-2014, 11:49 AM   #66 (permalink)
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Perhaps it's time to remember that old saying about the birth rate of suckers? And as a reflection on human nature, note that whether it's pyramid schemes or new clothes for the Emperor, the people who've been scammed are invariably the ones who remain convinced that whatever it was that they invested their savings in really does work.
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Old 07-23-2014, 01:33 AM   #67 (permalink)
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aquatune

FYI
I watched a youtube where someone had installed a aquatune HHO 800 dollar
generator on their honda insight. 150mpg was the tag used by the poster. He was also experimenting with fuel vaporization . His statments that the higher the temps of gasoline more easily to combust. could be done with ultrasonic generator aka mist maker His hho setup with the 3 cylinder honda insight engine seem to run okay however the veracity of whether you had higher mpg is yet unseen or stated.
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Old 07-23-2014, 12:17 PM   #68 (permalink)
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Join Date: Jul 2011
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Sub - '84 Chevy Diesel Suburban C10
SUV
90 day: 19.5 mpg (US)

camaro - '85 Chevy Camaro Z28

Riot - '03 Kia Rio POS
Team Hyundai
90 day: 30.21 mpg (US)

Bug - '01 VW Beetle GLSturbo
90 day: 26.43 mpg (US)

Sub2500 - '86 GMC Suburban C2500
90 day: 11.95 mpg (US)

Snow flake - '11 Nissan Leaf SL
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He could get 150mpg if he fitted a small 3cyl Kubota turbo diesel into that insite. But no some people insist on screwing around with fringe science BS.
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1984 chevy suburban, custom made 6.5L diesel turbocharged with a Garrett T76 and Holset HE351VE, 22:1 compression 13psi of intercooled boost.
1989 firebird mostly stock. Aside from the 6-speed manual trans, corvette gen 5 front brakes, 1LE drive shaft, 4th Gen disc brake fbody rear end.
2011 leaf SL, white, portable 240v CHAdeMO, trailer hitch, new batt as of 2014.
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Old 07-23-2014, 02:16 PM   #69 (permalink)
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That is a thoughtful question.

Quote:
Originally Posted by Ecky View Post
What I mean is, H2 and O2 (as I understand it) will react with each other at any non-absolute zero temperature. The rate with which they react varies (hugely) with temperature. What is the half-life of hydrogen gas in the conditions you're likely to find under an automobile's hood? Is the reaction rate small enough that a vast majority of the hydrogen will still be present by the time it's sucked into the cylinder? Does it survive the entire compression stroke so it can actually be used for mechanical work?
Arrhenius rate equations do show that the relationship between the reaction rate and temperature doubles for every 10 degrees C near room temperature. This, however, assumes there is sufficient kinetic energy available to have molecular collisions that exceed the activation energy (Ea). The Ea of the oxygen/hydrogen collision is on the order of 6 kj/mole. This is quite high. At room temperature, oxygen and hydrogen can exist almost indefinitely. However, hydrogen in oxygen has a very low energy of ignition due to the large exothermic output of the reaction - an output that easily provides the Ea needed for reactive collisions. I have seen pure hydrogen run into diesel engines intake tracts in combustible mixtures (4-75%). Even with compression ratios of 17:1, the hydrogen would not ignite until extra intake heat was added and the compression heating approached 500 deg C. In gasoline engines with 13:1 compression ratios, I assure you, the hydrogen makes it into the combustion chamber available to participate in the reaction. If even a small amount of hydrogen started oxidizing in the intake tract, the combustion rate is so high it would cause untimely backfire and possible damage. This is not to be confused with backfire caused by hydrogen slip past the intake valves where the small quench distance of hydrogen causes problems with improperly timed and seated valves.

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