HHO engines dont need to exhaust their spent gases

I think its pretty self evident that an internal combustion self recycling engine is a possibility. Yes there is a lot to do with it, yes I am aware of a lot of it

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[d3adp001]

SirC, please send pm having the message cut into pieces is hard to read.

But wha I did was set the throttle for maxium wattage output, not max rpm, max rpm is not max power. but yes I want an msd, but am waiting on the excuse to get it with the timing dial.

[jamesabout]

I have to ask. What timing should the motor be running at? Normal petrol ford 6 motor is 6% before top dead center. But hydrogen explodes much faster and if that is the case. The piston would not have arrived at top dead center and would be forced in the opposite direction on the first explosion. So what is the timing?

[d3adp001]

@jamesabout the flame speed of H slows in lean burn conditions. in this way you can turn the fuel to the engine as much as you can tune the engine to the fuel. H has the widest combustible mix ratios of any fuel, from 7% to 93% unlike petro which has a very narrow mix ratio that it will burn at. This motor has the stock timing currently. will it run better with the same fuel and different timing, not sure yet. But dont take it for granted that the engine timing has to be changed

[kepster66]

Great Job.

[d3adp001]

@kepster66 thank you

[m3sca1]

the strangest thing about this obviously there is HHO gas going in,being burnt,turned to steam, imploding then ........what it just dissappears?

surely not. the gas in- must be balanced by the water out,is water building up in the crank case?

[d3adp001]

@m3sca1 nope mescal, there is no water in the crank, its getting coughed back out the intake, and then sucked back into the engine.

wierd I know, but putting a piece of paper in front of the intake shows it.

[SirCuddles2006]

@d3adp001 although you are correct, the flame speed of H slowing in lean burn condtions (as with any fuel) another is dynamic charge pressure (throttle position in your case). The difference in dynamic flame kernel/front speed is quite small (1-4 degrees [not %] before top dead center). Due to this fact, unless you want to invest in a highly capable/tunable ignition (ie. MSD Digital 7), you should use the old "shade tree" method. Place a load on the engine, an tune for the highest RPM.

[SirCuddles2006]

Sorry for so many posts, please don't report me as I'm just trying to help in providing the knowledge that you seek. there are seven (yes 7) posts regarding your question that should be read in reverse order... GREAT POST! (makes me reconsider my old gasoline multi cylinder 14 stroke engine)

[SirCuddles2006]

contributing factors #1cont.- condenses. Water vapor condenses exponentially faster as pressure increases (even though water itself cannot be compressed) henceforth by the time the engine is progressing throughout the exhaust stroke the volume of the gasses is already rapidly depleating. 2- this also contributes to engines ability to expell so much of the vapor before beginning the intake phase. The mass of the water vapor is far greater than the atmospheric air (more velocity).

[SirCuddles2006]

5- once the fresh intake charge has been pulled in the intake valve closes (although this is after "bottom dead center" to allow the the cylinder volume time to be sufficiently filled) the engine continues through the compression phase/stroke, ignites the mixture, and repeats the cycle.... Please note: other contributing factors are 1. the inhearant nature of H as fuel is that the highest pressure differention occurs microseconds after combustion, and then molecules of water quickly ...cont.

[SirCuddles2006]

3cont.- intake charge, this inhibits the engines ability to draw in unburned air fuel charge and ultimately reduces power), however in your case the excess exhaust charge pressure has nowhere to go (read no velocity) and the excess pressure (compared to atmospheric) is blown out of the intake passage. 4- once this excess pressure has been released at the beginning of the intake cycle when cylinder volume is low (piston is high), the engine then proceeds to draw in fresh air (H included) cont.

[SirCuddles2006]

3cont.- in normal (gasoline) operation this is when the velocity of the mass expelled at the earlier portion of the exhaust phase scavenges (pulls) the remaining burned gasses from the area that the piston cannot expell (combustion chamber) and inherant pressure loss also initiates the intake charge so that contamination is minimized (contamination is when the burned gasses are left in the combustion chamber after the exhaust valve is closed leaving them to be recycled with the ...cont.

[SirCuddles2006]

2A cont.- is of low density this shows a low throttle position or very lean burn is evident. 2B- another reason the exhaust stroke is not halted (or the rotation of the engine) is because once the exhast valve opens, and the gasses are allowed to flow into the muffler there is positive change in stoic compression ratio when compared to the closed cylinder and can easily move the gasses into the muffler. 3- prior to "top dead center" the intake valve opens (while the exhaust valve is - CONT>

[SirCuddles2006]

Given the large volume capacity of your muffler, and the low exhaust gas charge (gasoline or not they are still gasses). This is what's happening - in order: 1- nearing the end of the combustion stroke the exhaust valve opens, and the engine expells what it can of the exhaust gas (steam if running on H alone) into the muffler. 2-The engine can still continue to turn throughout the exhuast stroke because A- the intake charge (and thereby the combustion and exhast charge) ...continued