Frequently Asked Questions - ER HyZor (General)

A. It can be used on any fossil fuel powered internal combustion engine, Natural Gas, Propane, Gasoline, Diesel, Heavy Fuel oil; mobile or stationary.

The Basic HyZor kit is recommended for engines up to 5-6 liter size.

Larger engines require either multiple small HyZors or a commercial size ER HyZor (We are currently developing the commercial sized HyZor).  

You can build your own HyZor, of any size, using the plans in the HyZor Technology book.

A. There are too many variables to give an exact answer.

These variables include but are not limited to: vehicle make, model, engine size, fuel system, maintenance, condition, fuel saving method, options applied...

In our research, personal experience and customer testimonials so far, mileage gains for simple systems average around 25%.  It is possible to double mileage with more advanced options.

Some people notice that their economy continues to increase over time. 

Use this calculator to help you estimate the money you can save in 5 years. http://www.eagle-research.com/fuelsav/FiveYrCalc.html

Our HyZor Kit is scientifically priced by marketing experts who calculated all the associated costs and then added a reasonable markup so I would actually make money... a novelty I like :)

Our HyZor Technology has inherent value that is not immediately obvious if you don't know what to look for. Our kit is more costly to manufacture than the 'simple' kits because we include features like liquid level control and design for maximum ExW production with minimum amperage. Read this PROOF document to understand why ExW is important (click here).

It's also important to understand there are things that the newbies (all the ME2's jumping onto this bandwagon) DON'T tell you...

Mostly because they're either trying to keep the cost of their electrolyzers down and/or they simply don't know what they don't know.  Almost all the on-board electrolyzers out there are about 15 years behind us, using technology that we've long since abandoned for more efficient options.

First thing to know is that efficiency is ALWAYS the main key to optimizing gains from on-board electrolyzers (of any design).
You MUST be able to lock and control the amperage (amperage makes BG) so you can tune your BG production to your engine's needs and optimize your gains.  Our HyZor Technology has several ways to do this.

As electrolyzers heat up, their resistance (to electrical flow) DROPS, which allows more amperage to flow, which causes more heating.  Amperage runaway is a serious problem that needs to be addressed with any electrolyzer design.  There are many ways to do it... and most ME2's use inefficient options.  Our HyZor Technology book teaches you the most efficient options.

Most ME2's don't know that too much BG can LOSE mileage.  They think if a little is good, then more is better.  They also don't know how to design electrolyzers to optimize the ExW production.  We show that a minimum of amperage (making a minimum of high quality BG) will achieve maximum mileage.

Most ME2's don't know that if they are making more than 1 liter/minute, that they MUST provide a shutoff that prevents BG production until the engine is actually turning over.  If too much BG builds up in the intake manifold, it will EXPLODE.  Our HyZor Technology shows 4 simple, efficient, reliable ways to shut off BG production if the engine is not running.

Most ME2's don't know that if their electrolyzer runs low on water, that it will EXPLODE as the electricity arcs from plate to plate.  Our HyZors are one of the ONLY electrolyzers on the market that have a liquid level control.  Incidentally, that also allows for automatic water filling. Further, maintaining a tight liquid level (control of electrolyte density) is one of the features that allows increased electrolyzer efficiency.  We also include LEDs so that people know when to put water into their HyZor.

Most ME2's do not know that their (temporary) huge gains are caused by allowing electrolyte into the intake manifold.  If you put NaOH or KOH on aluminum (intake manifolds and pistons) it converts the aluminum (in the presence of water) into aluminum oxide (a fine white powder) and the water into hydrogen (lots of hydrogen); often enough hydrogen to actually run the engine.  While this sounds good, it's ultimately BAD, because gradually, your intake manifold (with associated air servos) and your pistons dissolve into powder, destroying your engine... Opps.  
Our HyZor Technology teaches you how to prevent electrolyte from getting into the engine.  Properly done, on-board electrolyzers vastly increase engine efficiency and LIFE.

And finally, most ME2's don't tell you what you can do to further increase your efficiency AFTER they have your money.  We designed our HyZor Resources to keep our customers informed of the latest developments.

4 Reasons Not to buy an ER HyZor (Basic) Kit

1. You are not prepared to experiment.
For all the years that Eagle-Research, and others before me, have experimented with on-board electrolyzers, it is still not an exact science. We have a broad-ranging working knowledge and (I think) the best technology, but no one has yet developed an on-board electrolyzer into a neat little package that is optimized for every different vehicle.

Some people get an immediate and sometimes dramatic gain in fuel economy as well as performance. We're gratified when this happens, but caution customers not to expect it. Most people will need to tinker with their system to achieve their best gains. You must be prepared to take small steps over time to learn the things that are not taught to mechanics, finding out how the technologies will merge with YOUR vehicle. You will be doing research that we cannot do, because we do not have the research budget of a major automotive company, we cannot test the technology on every possible year, make and model of vehicle.

If you choose to take on the challenge, we need YOU to do three things.
First, be prepared to deal with ignorant and uninterested information sources (usually your vehicle dealership) to find out what you need to know about your vehicle so you can optimally merge the fuel saving technologies onto it (we do tell you what you need to find out).
Second, be prepared to take time, as above, to implement the technologies.
Third, TELL us your story, what you accomplished, the tips and techniques you learned all along the way, like getting the vehicle information, how you installed the technology, how you had to tune it to optimize it and your results.
We really need experimenters that are willing to record and share their experience for those that will follow.

2. You are not mechanically inclined or a already have mechanic who has committed to installing it for you.
Our kits are designed to be assembled and installed by people who have rudimentary (backyard) mechanical skills (we've even had 21 year old girls install it). Some people have ordered the kit... thinking that they can THEN find a mechanic to install it. Most mechanics are too busy and/or unwilling to take the time to learn to assemble and install the HyZor Technology. We get very few returns, but most of them are from people who never even tried the HyZor on their vehicle, because they didn't have the skills to assemble and install it themselves. The HyZor (basic) Kit comes with a detailed instructional DVD and access to more information in our online HyZor Resources.

Most mechanics will say "It won't work!" This is the result of ignorance. They don't know what they don't know and are too busy to bother to find out. These are the mechanics that will be left in the dust as on-board hydrogen technology is implemented all over the world.

I (George Wiseman) AM a mechanic (certified automotive technician). I have exactly the same training as any other government certified mechanic, so I KNOW what they are taught. But I'm also an inventor who has worked with this technology since 1974. I know what they are taught and what they are NOT taught; and I tell you, it works!

3. You think you know more about on-board hydrogen technology than I do.
Again, we get returns from people who have never installed the HyZor on a vehicle. These people are the 'experts' who test our HyZor against other technology and find it produces less gas than they expect.

First, they do not understand that it is possible to make TOO MUCH gas and lose mileage (we explain why in the HyZor Technology book).
Second, they do not understand that the QUALITY of the gas is much more important than the QUANTITY of the gas.
Our HyZor is designed to produce a very high quality gas, which has the same fuel gains as 'others' which use 10 times more amperage. Here's a document that tells you WHY (click here). So, if you are not going to actually install it on a vehicle and properly test it, DON'T buy it.

The HyZor currently on my personal car is one of these returns. It is gaining me 27% in economy with a smoother running engine. The fellow did a nice job of assembling it and never tried it on a vehicle, simply assuming that he knew more than I when it didn't bench test with results he was used to seeing with his own experiments. He sent it back from New Zealand!  He didn't understand it is the QUALITY of the gas, not the quantity that makes the difference.  I've spent decades learning what I know and I assure you that our technology is superior to the dozens of ME2's out there.

4. You have 'advancing' knock sensor programming.
Knock Sensor Challenge: Obviously I want you to succeed (as I want everyone to succeed). The on-board hydrogen technology works great, (even really simple and inefficient systems usually get some gains) WORKING is not the issue.

The issue is the interface between the on-board electrolyzer technology and your fuel system; THAT is where these technologies succeed or fail. Our first Interface technology was the Carburetor Enhancer (about 1980), to reduce the fuel consumption of a carburetor when adding vapor gasoline to the engine. The second significant interface challenge we faced was back in the late '80s when oxygen sensors came out; our EFIE has been (and still is) a wonderfully effective solution to that.

Our third and current interface challenge is knock sensors.

Knock sensors, at first, had no effect on combustion enhancement technology (of all kinds, not just ours). Because the sensor would simply retard ignition timing when a knock was sensed. We call this 'retarding' knock sensor programming and it is no issue with our technology. Generally combustion enhancement causes LESS tendency to knock so people actually got the advantage of a more advanced timing for two reasons, 1. because the vehicle didn't need to retard the timing and
2. because BG causes a 'virtual' combustion advance because it helps the fuel burn quicker (and more completely).

However, sometime in the early 2000s, some genius in the automotive industry had a flash of insight. If advanced timing is good, then the more the better. They developed 'new' programming for the knock sensors so that the computer would ALWAYS advance the timing until knock was sensed and then back off until the knock was gone. The computer would then 'test' by advancing the timing and when knock happened, back off again. This happens many times a minute to keep the timing advanced to just before the point of knock. So they've achieved maximum advance... genius right?... And with normal combustion it is genius!

We call this 'advancing' knock sensor timing and it IS A PROBLEM with on-board electrolyzer and vapor-fuel technologies.

As already explained, the addition of BG can significantly increase the fuel's octane (anti-knock) rating. Making the combustion LESS likely to knock. BG also 'virtually' causes a more advanced timing by increasing combustion speed.

So, vehicles that automatically advance their timing until the engine knocks (and then retard the timing a bit) often advance TOO FAR when BG is used because of the faster burn and the increase in octane rating.

If that happens then too much of the combustion takes place Before Top Dead Center (BTDC) and combustion pressure builds too soon, fighting the upward movement of the piston on the compression stroke. The result is less power and a loss in potential mileage.
Options that fix this include:
1. Manually adjusting the ignition timing, retarding it toward TDC. Note: fully computerized vehicles do not have manual adjustment.
2. Use lower octane fuel to compensate for the higher octane of BG addition (which saves money too).
3. Add Combustion Enhancement Interface Technology (CEIT) that modifies other sensors on the vehicle to both reduce fuel consumption and retard timing. More information on these options will be included in other literature.
4. Change the vehicle's programming to 'retarding' ignition timing. This can be done with specialized reprograming equipment that Eagle-Research does not currently have.

Once you have confirmed that you have a knock sensor the second question is 'Do you have the programing that automatically advances the timing?' Your vehicle dealer service department or your mechanic may be able to tell you. If you have the 'retard only' programming then you are fine 'as is': NO special modifications other than the EFIE are needed.

If you have the 'advancing' programing then this is an issue that needs to be addressed to release the full gains of your combustion enhancement technology.

This issue is now the single greatest interface challenge to any combustion enhancement technology today. Eagle-Research is working on several potential solutions but until it is solved, vehicles with advancing knock sensor timing should not bother trying any version of on-board electrolyzer. 

Why buy ER HyZor Technology book and/or (basic) Kit:

There are currently a lot of ebooks and kits out there. It seems like everyone is jumping onto the on-board electrolyzer (often called a generator) bandwagon. I call these ME2s. ME2s are important, because they spread a technology fast, far and wide which bypasses Vested Interest suppression. Unfortunately ME2s may not be spreading the best information and can damage a fledgling technologies reputation.
Here are some thoughts to consider before purchasing a Brown's Gas (HHO) on-board electrolyzer. You don't need to buy our ER HyZor if you can find a better deal elsewhere, just be sure it IS a better deal... Consider:
1. The experience of the source:
Eagle-Research has been building, installing and testing the world's most practical fuel saving technology, including on-board electrolyzer technology, since 1984.
Eagle-Research wrote HyZor Technology book in 2000. HyZor Technology is Eagle-Research's brand name for the technology to install Brown's Gas (HHO) on vehicles.

HHO is a brand name for Brown's Gas, made in a fraudulent effort to patent the gas by changing it's name. Credible, independent, third party testing shows that Brown's Gas and HHO gas are identical.

The HyZor Technology book combines comprehensive research of electrolyzer 'state of art' design with decades of personal research building electrolyzers and thousands of hours of actual experience over decades of actual driving and use.

The ME2s out there don't really know a lot of things they should, like what Brown's Gas is or why/how it works or why you should use a series-cell electrolyzer or the most efficient and practical ways to build an electrolyzer, such as bi-polar design.

The ME2s that figure out what 'amperage runaway' is still don't know the most efficient ways to control amperage. You will even hear of Baking Soda being recommended as an electrolyte (bad news because it's extremely inefficient and turns into a poison) or that adding water will rust valves (this is a myth propagated by people who do not understand how adding water REDUCES the amount of water the engine has to handle).

The HyZor Technology is still the world's most efficient and practical on-board electrolyzer technology (proven by independent testing). Not only because the electrolyzer is so practical (efficient, easy and inexpensive to build), but because we have the most efficient power supply options and important features like liquid level sensing (to prevent low fluid level explosions and allow automatic water fill).

Most of the 'literature' out there is telling people how to build electrolyzers using inefficient designs, electrolyte and power supply methods that we researched and abandoned decades ago.

There are even some promising to run a vehicle entirely on water. Some of the plans being sold on the internet are 'compiled'; this means they are designs that the author THINKS will work and not proven by actual experiments. Even the ME2s that do experiment before writing their literature do not have the experience to know WHY we design our electrolyzers the way we do; incorporating the most efficient design into the most practical package. As they learn what we already know, they are coming to respect and use our designs or modify their designs as best they can.

We are trying to educate as many people as possible so that when they decide to build and/or install an on-board electrolyzer they will know the issues they need to consider.

I'm NOT saying that there aren't any designs out there that work. Quite a few of them will get some gains. I am saying that very few of them will get optimum gains with minimum issues.

2. The credentials of the people you are buying information from:
George Wiseman is a certified Automotive Technician with specialized training in fuel systems and combustion technology combined with knowledge of chemistry, physics, thermodynamics and skilled in multiple trades too long to list here. He is a prolific inventor of practical energy solutions with dozens of best selling, practical how-to books. He invents these technologies for his own use, then helps others achieve what he has achieved.

Over the decades, George Wiseman has been investigated by various Government agencies seven different times so far (see some of the 'suppression' details on website) and has proven his integrity to their satisfaction. He is one of the few islands of honesty and practicality in a sea of misinformation and/or outright fraud (which is why such businesses get investigated even if, as is the case with Eagle-Research, there has not been a single legitimate customer complaint). His technology has withstood the test of time and tens of thousands of people are now using it.

He developed and has used the 'no patent, open source' philosophy for alternative technologies since the start of his business in 1984 (see website). He promotes it to other inventors and is happy to see others basing their businesses on that philosophy.
He also promotes the philosophy of self-responsibility, which is why he prefers to sell plans and kits instead of 'finished' products. That way a critical need is accomplished, the training of many installers and technicians in a field (fuel saving for example) where there are few experts. People who build their own system can maintain it and install it on other vehicles, becoming the local expert.

He, and the people working with him, work hard to make sure every single customer achieves satisfaction. First by providing the highest quality information and products they can manage and then by helping customers with any questions. Listening to people who are using his innovations is a critical part of our philosophy, because the quality of the information and the kits continues to rise as customers provide feedback.

3. Interface Technology:
It isn't just the electrolyzer knowledge. You need to understand how combustion enhancement technology, including the Brown's Gas, affects the combustion characteristics, what the vehicle's computer does about that and how to bring the fuel system back into efficient operation.

George Wiseman recognized the need for Combustion Enhancement Interface Technology (CEIT) decades ago and developed projects like the Carburetor Enhancer (1984) and the EFIE (1990) to allow combustion enhancement technologies to work on various fuel systems.

George Wiseman is the ORIGINAL inventor of the EFIE technology, which allows fuel savers (of all kinds) to be applied to engines with oxygen sensor feedback computers.

We continue to lead in CEIT simply because we have the depth of knowledge and infrastructure needed to recognize a challenge, evaluate it and develop a practical solution. A lot of the ME2s out there are just coming to realize that CEIT is even needed. Once they do, they either recommend their customers to us or 'use' our (open source) solutions, like the EFIE; often without giving us credit for developing them.

4. Cost Value:
The HyZor Technology is the least cost for the value. We aren't the cheapest kit because it costs money for quality and in this case quality is extremely important; our HyZor Technology get the same gains as the ME2s, while using only a 1/10th of the electricity (for example, a 1996 Mazda Protoge getting over a 50% gain with only 2 amps of current).

Most of the newbies don't understand why too much amperage can actually lose mileage (because of the catalyst factor), as well as severely stress the vehicle's electrical system. Those that do control amperage use inefficient techniques that waste electricity, reducing potential gain.

Our ER HyZor (Basic) kit, at 1/4 to 1/3 the cost of 'comparable' electrolyzers selling $1,200.00 to $1,800.00 delivers better results. It may not seem like it from our literature and website because we don't quote only the very best results. We also don't claim additional gains from using additional fuel saving technologies, without stating so.

We DO recommend doing everything possible to increase your mileage and using a comprehensive assortment of enhancements is a good way to do it. We've recommended fuel pre-heating, fuel additives, metal conditioners, water injection, ignition enhancement, etc. since 1984 (most of these things are covered in our book Super Gas Saver Secrets, sold since 1986). With all the technologies we recommend, and teach, it is possible to double the mileage of nearly any vehicle. We work hard to make sure our customers feel happy, not cheated, when they learn the truth by experience.

We also try to save people money, right from the start, by selling the literature and kits at a reasonable prices (some out there sell devices for all they can get) and we use the income from our sales to finance our (entirely self-funded) research. We do as much as we can to teach people everything they need to know to become self-sufficient, including comprehensive literature, videos and website assistance. In addition to the up-front savings, lots of people have made and are making a good living with our technology (a few of them in the hundreds of thousands of dollars).

5. Integrity:
We consider it unethical to have customers assume that full gain can be achieved with a single technology like an on-board electrolyzer. We also find it unethical to 'bait and switch'; promising huge mileage (300% gains) with technology that 'needs time' and offering the 'temporary' consolation of an effective, but much lower gain, technology (this has been this person's marketing method since the 1980's, with a variety of free or alternative energy promotions).

We also consider it unethical to patent technology that is in the public domain and then use the invalid patent to get investors money, without telling them that the patent is worthless.

We also think it is unethical to put a big battery bank in the trunk, to get the electricity to make enough hydrogen to run an engine, and allow the media to report on a 'water fueled car' without telling people that they would have gone three times further if they'd just hooked the batteries to an electric motor (eliminating both the on-board electrolyzer and the internal combustion engine).

We consider it ETHICAL quote the LEAST gains everyone should expect. Lots of newbies out there quote their best testimonials to attract sales. If our customers end up with more gains than they were expecting, they are happy. Whatever you see out there for 'claims', our technology does as well or better. For example you may see a guarantee of 50% gain, and it is the truth, in the case I'm thinking of, but they offer that on a 'package' of fuel saving technologies, not just their design of an on-board electrolyzer; and to qualify for the guarantee you need to have one of their trained technicians optimize the installation.

We also have decades of experience with people who step into the 'fuel saving business', grab as much money as they can and then leave. Some are well meaning but ignorant and some are outright frauds. All of them hurt the credibility of the few legitimate fuel savers and the resulting bad press prevents the public from being able to experience true gains.

It's also a sad fact that when the media is reporting on a fuel saver that didn't work, they don't point out the ones that do; so people are left with the impression that none work and that the automobile manufacturers are doing the best they know how. They are not, and I can prove they are not, but that is an entirely different conversation.

Frankly, any technology we offer is, in our opinion, the best there is or we wouldn't sell it. We have no problem recommending people to technologies that are better than what we have. That philosophy allows us to concentrate on what we do better than anyone else AND makes sure the people have access to the best possible gains.

Summary:
We do not say or imply that most of the ME2 writers of books and producers of kits 'out there' right now are trying to defraud. We see a lot of innocent enthusiasm and questionable marketing techniques. We're sad that these newbies aren't taking advantage of the breadth of experience we practically give away.

We'll work on expanding this information into actual examples of issues you should consider
when thinking of installing any fuel saving technology, and in particular the on-board electrolyzers. 

A. Having experienced by many suppression techniques in the past; we are taking extraordinary measures to assure that you actually get your ER HyZor.

The last time we introduced a kit, the postal service of both the USA and Canada 'lost' most of the kits.

ER HyZor kits are being sent around the world using a variety of shipping methods, tracking, signature required, insurance and serial # registration to assure that we can know when they go missing and can make someone accountable.

Unfortunately, these costs must get passed onto the customer.

A. The HyZor Technology is identical in both the Book and the HyZor Basic Kit.

Everything in the 'HyZor Technology' book is applicable to the ER HyZor (basic) Kit except that we have designed the kit chamber, components and circuit board to be less expensive, easier to assemble and install.  

The ER HyZor (basic) Kit comes with complete instructions and a DVD needed to assemble, install and operate it.

The 'HyZor Technology' book is not needed to assemble the ER HyZor (basic) kit.  

The 'HyZor Technology' book is a resource for those people who would like to know about the ER HyZor Technology in depth, like why and how it works.  

The 'HyZor Technology' book details options and upgrades that the ER HyZor (basic) kit is designed to use.

We have no intention (at this time) of changing the chamber design in the 'HyZor Technology' book to match the ER HyZor (Basic) kit, but we will be putting the plans (for building the 'kit' type HyZor) into the appropriate HyZor Resources.

A. Yes, we seriously recommend it.  
First, adding water helps to keep your engine cool by 'replacing' the 'cooling' fuel mass that you have reduced; thus allowing an even leaner mixture.  
Second, the BG acts as a synergistic catalyst to release more energy from the fuel:water mixture than just adding water alone could accomplish.

See our "Super Gas Saver Secrets", 'HyZor Technology' book, 'Water Injection' Manual and HyCO 2DT Manual for practical details on how to add Water Injection.  See our "Water as Fuel" book to learn about other ways to add water.

A. We recommend mixing the Brown's Gas (BG) into the air before the air goes through the engine's filter.   Put the BG into the air filter housing so that the BG must travel through the air filter.  I like to point the BG hose right at the air filter (inside the housing).  The engine's air filter will then remove any residue of electrolyte from the BG

The HyZor makes it's own pressure to push the BG out.  You do NOT need engine intake vacuum to 'pull' the BG out of the HyZor.

A vacuum in the HyZor actually makes it LESS efficient, because it makes the bubbles bigger.  It looks like you are getting more gas but it isn't true.

If you get electrolyte into your engine, it will 'eat' or corrode aluminum parts.  This actually makes hydrogen as it destroys your engine,  So you get a great mileage gain and then have a big repair bill.

Putting the BG through the air filter will cause a more modest mileage gain, and will protect your engine.

 

A. There are several reasons.

We want people to understand what is 'in' the HyZor and how it is put together.  There aren't many mechanics that understand the technology enough to trouble-shoot it, so each of our customers needs to become their own 'expert'.  We also want to promote self-sufficiency and responsibility.

We provide the parts that:

1. Need to be 'custom' built with tools not commonly available;

2. Are common to all installations;

3. May vary in the marketplace, so our parts assure proper 'fit';

4. Could be difficult to acquire locally

Fuel cells do not use electrolyte;
but I think you are confusing fuel cells (which take hydrogen and oxygen as fuel to make electricity and water)
with an electrolyzer (often called a generator) which uses electricity to split water into hydrogen and oxygen.

Our electrolyzer designs, like the on-board ER HyZor, use lye (NaOH) as the electrolyte.

I’ve tested hundreds of electrolytes, electrolyte concentrations, frequencies, plate spacings, etc. I’m always looking for the most efficient electrolyzer design, electrolyte and power supply (more on that elsewhere).  There is a difference between efficiency and practicality.  In my commercial electrolyzer designs I use PRACTICALITY as my main design parameter, sacrificing some efficiency for user-friendlyness and lower cost.

So far, I’ve discovered that lye is the most practical electrolyte, because it produces BG cleanly, efficiently, is low cost, has low toxicity and is fairly easy to acquire.  I’ve designed my electrolyzers to optimize the characteristics of lye so lye (NaOH) will produce 30% more BG than using KOH.

My electrolyzers are over 100% Faraday efficient if you consider both the BG production and the heat produced.  ER1200 WaterTorch independent efficiency test results (without measuring heat energy produced).  

A lot of electrolyzers promoted on the internet use baking soda as the catalyst.  The reason baking soda works as an electrolyte is because a small portion of it turns into lye.  The rest of the stuff in baking soda just clogs the system up with impurities and/or turns into poisons.  

You can cleanly achieve the same result (inefficient electrolysis) by using a 5% mixture of lye (by weight).  This makes the electrolyte about as benign as citrus juice (see below).

 

Ahhhh :) Very good question :)

I used to make a HyCO 2A kit when my customers were mostly carbureted.  

The HyCO 2A didn't work well on Fuel Injected systems because the MAP Sensor 'read' the input as a 'vacuum leak' which cause the vehicle's computer to richen the mixture and customers would lose their gains.

My solution was to switch my attention to the sexy Water as Fuel on-board electrolyzer technology, which I call HyZor.  The HyZor worked fine on EFI engines because I'd already invented the EFIE to go with it.

What I didn't invent was the MAP Sensor Enhancer, much to my embarrasment because it's extremely simple to do.  The MAP Enhancer is the key (along with the EFIE) to allowing the HyCO 2A to work on EFI engines.

The 'problem' is that I simply don't have time to re-tool and manufacture the HyCO 2A, even though it is generally more effective and practical than the sexy Water as Fuel HyZor.

On the bright side, our HyZor is the best on-board electrolyzer on the market.

You'll hear more about both technologies in our upcoming eNews

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Hydrogen embrittlement of internal combustion engines running on hydrogen as a fuel, or using BG as a combustion assist, is a myth instigated by Vested Interest and propagated by people who simply don't know the facts.

FACT: Hydrogen embrittlement is only an issue in very specific conditions that do not exist in a combustion chamber.  

1. The hydrogen must first enter the steel.  

~ The steel is protected by a layer of oil and water (hydrogen has trouble penetrating water).  
~ The hydrogen is only in the combustion chamber a very short time.
~ The hydrogen is not subjected to thousands of psi or thousands of °C to force it into the steel.  (aluminum is naturally resistant to hydrogen embrittlement). 

2. Once in the steel, the hydrogen must then combine with carbon (to form methane) or oxygen (to form water) or with itself (mon-atomic hydrogen converting to diatomic).  

~ Making methane is highly unlikely without a high energy input.
~ Making water assumes oxygen is in the steel (oxygen would rust the steel).
~ Making hydrogen assumes the original hydrogen was mon-atomic.

3. The hydrogen is not constantly in contact with the steel.

~ hydrogen, as the smallest molecule, can enter and migrate through nearly any material... both ways.  If any hydrogen enters the steel of an engine, it also easily leaves the steel as soon as there is an opportunity, like when the engine is shut off or the cylinder is under a vacuum.

FACT: Roy McAllister, past president of the American Hydrogen Association, is personally using high pressure hydrogen bottles that were made during the second world war, and they are still passing certification
He has been running a hydrogen powered car for over twenty years and finds that there is reduced engine wear, no acid in the oil, and emissions are cleaner than those from the ambient air. The McAllister Hydrogen Injection Spark Plug enables internal combustion engines to use hydrogen fuel and the changeover, including manifold and hydrogen tank, takes only a few hours. 

FACT: ALL internal combustion engines ALREADY run on hydrogen.  What do you think hydrocarbon fuels are mostly made of?  During combustion the fuel molecules break apart into constituent atoms (carbon and hydrogen) and then reform (with oxygen) into water and carbon dioxide.

FACT: Adding hydrogen to the fuel combustion via Brown's Gas LOWERS the volume of hydrogen the engine has to handle; simply by lowering the volume of fuel the engine needs.  Get the same power using 1/2 the fuel means the engine needed 1/2 the hydrogen.

BTW, don't believe the myth of water 'rusting the engine' either.  When adding water as a fuel enhancer, the engine ends up using LESS water.  A gallon of gasoline turns into 9 gallons of water during combustion.  By replacing 50% of the fuel with water, the volume of water the engine handles is reduced from 9 to 5 gallons (4.5 from combustion and 0.5 from direct water).

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