@HemilGremil man I think I might have talked to you on the phone about this becaue I was wanting to do it to an aircooled vw motor, and you refered me to Paul Pantone, so I went to his website, called him, and payed 250 bucks for some plans... WELL that was back in August, and I finally got the plans... and I think I got ripped off...
@eR0ck1nit I'm sorry to hear that. Not very professional considering what you paid. I'm going to continue work on the GEET only to get the exhaust-through system to slow down the overly fast flame-point the HHO has. Some recycled exhaust should smooth out the excess use of HHO so we can increase volume of HHO without the need to retard timing too much. Another idea is to use a slight spray of water or moisture into the combustion to take the edge off of the hydrogen. I'll forward this to others.
@eR0ck1nit What makes you think you got ripped off? I was considering purchasing those plans or going to one of his training sessions. Let me know more details.
@HemilGremil I think you would have to see the picture to understand... it looks like he told a 5 year old to respond to my email with a crayon. He's not answering my phone calls now. I'm just a poor college student I didn't really have that kind of money to be tossing around.
@maZZiveAttack Yes, those are plastic zip ties. It doesn't get hot enough at that point to melt plastic. My thinking is to get the gases inside the tube as cool as possible so it's more dense once it goes into the intake. Since I allow the gases to enter at the carburetor I was worried about excess heat and vapor lock. It did not vapor lock, so I was OK. Hardly makes sense to try for extreme mileage and then have trouble restarting the engine hot. This car starts fine and drives great.
@thegremlinguy if you were using a VAFC (like im using) you could use the VTEC wires to open extra a extra solenoid to port extra HHO to the vacuum at high RPMs and close when the VTEC chips out like in a VTEC engine. at low RPMs the solenoid will close so you will have breaks ect normal vacuum. i have been doing this with HHO only no GEET but i am a advance tuner so i will start GEET soon.
LMAO you still think the CPU or ECP will be in control when a AFC is installed LOL please do a little read up on the AFC's before you make comments LOL and by the way u saw where i said "everything must be done behind the MAFsensor" if everything is done behind the MAF sensor how can u still think that the MAF can pick up and high O2 reading? and with a AFC the ECU dont run the show, u do. its so sad to see millions of people using AFC's but i was the first person to use one with HHO. too sad :(
@richardlyew You just made yourself look dumb, you don't know what you're talking about concerning these systems. Yet, you were making fun of me. Tisk, tisk. I just wonder what marvelous statement you will follow this with?
you think its difficult because you dont know that you can port to the vacuum with no side effect yet. port your GEET and HHO to the vacuum and use a AFC to control your fuel at all RPMs both accelerating and decelerating. i think when u are ready to do EFI you should port your GEET to the vacuum and port the HHO to the idle intake behind the MAF sensor. everything must be done behind the MAF sensor.
@richardlyew That depends on many circumstances and how it's done. Doing what you suggest has lead to the oxygen sensor reading a lean condition which causes fuel delivery to be increased by the CPU. I'm going by results friends have had dealing with EFI engines. The only solution was to make sure HHO delivery is shut off at engine idle via throttle switch. Can't imagine an easy way to accomplish this with GEET. Right now don't want to deal with it. Maybe later.
@richardlyew Just wanted to point out this is a 1967 vintage auto, no EFI, no MAF, MAP, Oxygen, crankshaft or camshaft sensors present! I have friends experimenting with these on EFI cars and it's more complex believe me. With HHO you must be sure the unit is completely off when throttle is closed. I use a throttle switch that interrupts the ground from the relay. Heavy HHO flow during idle cause a severe lean condition. The CPU will change your fuel ratio and mileage will drop for sure.
@richardlyew I might try an EFI car with HHO, but I'm not going to attempt to do that with GEET. Way too difficult. I'll wait until I've gotten something done with the simple carbureted cars before I tackle trying to get a computer to accept GEET. I doubt very many people worldwide have gotten GEET to work on an EFI system.
@richardlyew I Googled it. Be advised this is a 67 VW. It's carbureted and work on GEET projects for now between myself and friends are only on carbureted engines for now. If we get around to EFI engines I'll check into it. Thanks.
very nice video but you dont have much control, i think if you should use a car that a AFC can work with you would see much much more MPG. look into it please, use a car with a AFC and your system. cant say nobody didnt say anything to you.
hi how about a cone shaped air flow regulator at the input for your air coming in .like how a generator regulates fueling this cone will give a infinite air flow quantity and should be able to finely adjust.....
On a test engine I plan to use a better carbureted metering system with much higher flow. I plan to use a dual throttle system so the GEET can operate independent of the fuel system once hot. I've seen this done, just never done it myself.
Nice to see you work, I will hopefully start on my VW Sirocco soon. I will be going Stanley Meyer all the way. I am a mechanic/scientist and man you VW is running smooth. I have a lot of work to do but I have chosen the CIS fuel system for it is just about the same as Stanley Meyer's water fuel injection system. God Speed with your efforts.
I'm told the normal MPG of an antique VW Beetle with a 1600 engine is around 26. But sounds low to me unless the engine isn't properly tuned. Everyone I know using regular motor oil is getting around 28-29 MPG highway. With AMSOIL synthetics in engine and transmission everyone I know is getting 34-38 MPG highway. Mine is lubricated with AMSOIL as well. Mileage is great and I have no plans to change things on this engine.
I have a friend working on the Stan Meyers system reproduction also.
I just wanted to add more information, this system is metered through engine vacuum, then restricted to 1/16" hole. There is a limit to how much GEET gas can be produced, so mileage improvement will be conservative. Right now runs better than before GEET. I don't want to damage this engine, so further changes will be done on a stationary engine using different reactor designs. Still learning! I'll post any new work I do in the future in videos here.
For all I know you very well could be correct. I've researched this and there's a lot of conflicting information making it very hard to find credible information. Going by Pantone's guidelines the reactor can be vertical or horizontal as long as you follow parameters (polarization/flow). Here to comply vertical needed downward exhaust flow, impossible with this ground clearance. Flowing exhaust upward, then down added more distance from engine. This was my best compromise. Still experimenting.
@HemilGremil thanks for all your hard work please keep tinkering my friend, yes you can go either way but its advisable to go vertical (more at the school) for moving applications because of the rods magnetic orientation , looking forward to the vid man thanks a lot for posting sincerley Ash
In order to try the vertical configuration in North America I will need to have the exhaust go upward above the engine, then back down with the reactor on the down side. This will cause the reactor to be farther from the engine which is a negative. If I were in the southern hemisphere it would be easier to keep the proper polarity straight up. Here in the northern hemisphere I need to go down which causes ground clearance problems unless I route the pipe up, then down. Still working on it.
@HemilGremil Hi mate, all as you need is the reactor to be the closest to the HEAT, so it can be away from the engine as long as the heat exhaust out is close as possible regards Ash
@HemilGremil man I think I might have talked to you on the phone about this becaue I was wanting to do it to an aircooled vw motor, and you refered me to Paul Pantone, so I went to his website, called him, and payed 250 bucks for some plans... WELL that was back in August, and I finally got the plans... and I think I got ripped off...
eR0ck1nit 4 months ago
@eR0ck1nit there were no plans it was a photo of a lawn mower carb, some flanges, and the most scribbled looking partial drawing I've ever seen
eR0ck1nit 4 months ago
@eR0ck1nit I'm sorry to hear that. Not very professional considering what you paid. I'm going to continue work on the GEET only to get the exhaust-through system to slow down the overly fast flame-point the HHO has. Some recycled exhaust should smooth out the excess use of HHO so we can increase volume of HHO without the need to retard timing too much. Another idea is to use a slight spray of water or moisture into the combustion to take the edge off of the hydrogen. I'll forward this to others.
HemilGremil 3 months ago
@eR0ck1nit What makes you think you got ripped off? I was considering purchasing those plans or going to one of his training sessions. Let me know more details.
HemilGremil 4 months ago
@HemilGremil I think you would have to see the picture to understand... it looks like he told a 5 year old to respond to my email with a crayon. He's not answering my phone calls now. I'm just a poor college student I didn't really have that kind of money to be tossing around.
eR0ck1nit 4 months ago
Well, great work. I admire your work. Well done.
maZZiveAttack 9 months ago
Zip-ties to the heat-sink???
maZZiveAttack 9 months ago
@maZZiveAttack Yes, those are plastic zip ties. It doesn't get hot enough at that point to melt plastic. My thinking is to get the gases inside the tube as cool as possible so it's more dense once it goes into the intake. Since I allow the gases to enter at the carburetor I was worried about excess heat and vapor lock. It did not vapor lock, so I was OK. Hardly makes sense to try for extreme mileage and then have trouble restarting the engine hot. This car starts fine and drives great.
HemilGremil 9 months ago
very well done system. great job. continue your work please. and keep us informed
terrifiedprojects 1 year ago
FAntastic work !!! Paul Pantone is a genious !
YaBaDji 1 year ago
@thegremlinguy if you were using a VAFC (like im using) you could use the VTEC wires to open extra a extra solenoid to port extra HHO to the vacuum at high RPMs and close when the VTEC chips out like in a VTEC engine. at low RPMs the solenoid will close so you will have breaks ect normal vacuum. i have been doing this with HHO only no GEET but i am a advance tuner so i will start GEET soon.
richardlyew 1 year ago
LMAO you still think the CPU or ECP will be in control when a AFC is installed LOL please do a little read up on the AFC's before you make comments LOL and by the way u saw where i said "everything must be done behind the MAFsensor" if everything is done behind the MAF sensor how can u still think that the MAF can pick up and high O2 reading? and with a AFC the ECU dont run the show, u do. its so sad to see millions of people using AFC's but i was the first person to use one with HHO. too sad :(
richardlyew 1 year ago
@richardlyew You just made yourself look dumb, you don't know what you're talking about concerning these systems. Yet, you were making fun of me. Tisk, tisk. I just wonder what marvelous statement you will follow this with?
HemilGremil 1 year ago
you think its difficult because you dont know that you can port to the vacuum with no side effect yet. port your GEET and HHO to the vacuum and use a AFC to control your fuel at all RPMs both accelerating and decelerating. i think when u are ready to do EFI you should port your GEET to the vacuum and port the HHO to the idle intake behind the MAF sensor. everything must be done behind the MAF sensor.
richardlyew 1 year ago
@richardlyew That depends on many circumstances and how it's done. Doing what you suggest has lead to the oxygen sensor reading a lean condition which causes fuel delivery to be increased by the CPU. I'm going by results friends have had dealing with EFI engines. The only solution was to make sure HHO delivery is shut off at engine idle via throttle switch. Can't imagine an easy way to accomplish this with GEET. Right now don't want to deal with it. Maybe later.
HemilGremil 1 year ago
@richardlyew Just wanted to point out this is a 1967 vintage auto, no EFI, no MAF, MAP, Oxygen, crankshaft or camshaft sensors present! I have friends experimenting with these on EFI cars and it's more complex believe me. With HHO you must be sure the unit is completely off when throttle is closed. I use a throttle switch that interrupts the ground from the relay. Heavy HHO flow during idle cause a severe lean condition. The CPU will change your fuel ratio and mileage will drop for sure.
HemilGremil 9 months ago
that is why i said "i think if you should use a car that a AFC can work with"
richardlyew 1 year ago
@richardlyew I might try an EFI car with HHO, but I'm not going to attempt to do that with GEET. Way too difficult. I'll wait until I've gotten something done with the simple carbureted cars before I tackle trying to get a computer to accept GEET. I doubt very many people worldwide have gotten GEET to work on an EFI system.
HemilGremil 1 year ago
google or youtube "Apexi AFC"
richardlyew 1 year ago
@richardlyew I Googled it. Be advised this is a 67 VW. It's carbureted and work on GEET projects for now between myself and friends are only on carbureted engines for now. If we get around to EFI engines I'll check into it. Thanks.
HemilGremil 1 year ago
very nice video but you dont have much control, i think if you should use a car that a AFC can work with you would see much much more MPG. look into it please, use a car with a AFC and your system. cant say nobody didnt say anything to you.
richardlyew 1 year ago
@richardlyew What is an "AFC"?
HemilGremil 1 year ago
hi how about a cone shaped air flow regulator at the input for your air coming in .like how a generator regulates fueling this cone will give a infinite air flow quantity and should be able to finely adjust.....
honda4004 1 year ago
On a test engine I plan to use a better carbureted metering system with much higher flow. I plan to use a dual throttle system so the GEET can operate independent of the fuel system once hot. I've seen this done, just never done it myself.
HemilGremil 1 year ago
Nice to see you work, I will hopefully start on my VW Sirocco soon. I will be going Stanley Meyer all the way. I am a mechanic/scientist and man you VW is running smooth. I have a lot of work to do but I have chosen the CIS fuel system for it is just about the same as Stanley Meyer's water fuel injection system. God Speed with your efforts.
Oh what is the normal MPG of a VW bug?
h2opower 1 year ago
I'm told the normal MPG of an antique VW Beetle with a 1600 engine is around 26. But sounds low to me unless the engine isn't properly tuned. Everyone I know using regular motor oil is getting around 28-29 MPG highway. With AMSOIL synthetics in engine and transmission everyone I know is getting 34-38 MPG highway. Mine is lubricated with AMSOIL as well. Mileage is great and I have no plans to change things on this engine.
I have a friend working on the Stan Meyers system reproduction also.
HemilGremil 1 year ago
I just wanted to add more information, this system is metered through engine vacuum, then restricted to 1/16" hole. There is a limit to how much GEET gas can be produced, so mileage improvement will be conservative. Right now runs better than before GEET. I don't want to damage this engine, so further changes will be done on a stationary engine using different reactor designs. Still learning! I'll post any new work I do in the future in videos here.
HemilGremil 1 year ago
You need a vertical reactor for a moving GEET, check out the GEET school you will find out more.
ashtweth 1 year ago
For all I know you very well could be correct. I've researched this and there's a lot of conflicting information making it very hard to find credible information. Going by Pantone's guidelines the reactor can be vertical or horizontal as long as you follow parameters (polarization/flow). Here to comply vertical needed downward exhaust flow, impossible with this ground clearance. Flowing exhaust upward, then down added more distance from engine. This was my best compromise. Still experimenting.
HemilGremil 1 year ago
@HemilGremil thanks for all your hard work please keep tinkering my friend, yes you can go either way but its advisable to go vertical (more at the school) for moving applications because of the rods magnetic orientation , looking forward to the vid man thanks a lot for posting sincerley Ash
ashtweth 1 year ago
In order to try the vertical configuration in North America I will need to have the exhaust go upward above the engine, then back down with the reactor on the down side. This will cause the reactor to be farther from the engine which is a negative. If I were in the southern hemisphere it would be easier to keep the proper polarity straight up. Here in the northern hemisphere I need to go down which causes ground clearance problems unless I route the pipe up, then down. Still working on it.
HemilGremil 1 year ago
@HemilGremil Hi mate, all as you need is the reactor to be the closest to the HEAT, so it can be away from the engine as long as the heat exhaust out is close as possible regards Ash
ashtweth 1 year ago
pretty cool, thanks for the update! =-)
MountainMonsters 1 year ago