Low Budget Engine Dyno
Click images for larger
Fan Shroud
Beginning of engine stand
Stock ignition w/marks
Valve lapping with hot glue
preheat bolt and valve with
propane torch, use tubing
and drill after cooled.
Low Budget Engine Dyno Testing Methods
All my testing
will use this 18HP electric start Briggs and Stratton 2-cylinder engine
with a truck 7-blade fan as the engine load. This is a picture of the
engine when it was rescued from salvage.
This test method offers several advantages for HHO fuel enhancement testing. The engine can be held at any constant power range for extended durations to allow for data collection. We expect to operate the engine at 15-30% power for most testing. Fuel usage will be measured from a calibrated container over a given time while holding a constant RPM for maximum accuracy. If we would happen to damage the engine while testing, these parts aren't all that expensive to replace.
The twin cylinder engine runs smooth and the electric start is a big plus. We will provide pictures of our engine modifications so that others may build their own poor man engine test stand. If we can get our hands on an exhaust gas analyser (maybe someone can loan us one?), then we will measure actual emission changes during the tests.
We will add a wide-band O2 sensor which will be used to adjust the air fuel ratio (AFR) during each test run. We will also add a narrow-band O2 sensor to obtain typical automobile O2 sensor readings. An exhaust gas temperature probe will be used to monitor exhaust gas temperature to prevent engine damage and to observe changes while using HHO. We will also modify the stock electronic ignition so the ignition timing can be adjusted while the engine is running. This will allow finding the Maximum Brake Torque (MBT) for that test scenario. We will also modify the ignition system to a coil-on-plug (COP) Ignition System similar to what is used on most late model vehicles today.
During all test engine experiments, cylinder head temperature, exhaust gas temperature, O2 Sensor Voltage Offset, engine ignition timing and fuel consumption will be measured and recorded. Other important engine parameters such as MBT will also be monitored and recorded. Although this test stand will generate thrust from the 7-blade fan, we will not measure thrust for it is not necessary. Instead will will hold a constant engine RPM for all tests because that will equate to a constant work load under those atmospheric conditions.
Remember, we don't care about the actual horsepower generated by the engine or thrust generated by the fan. We only care about a constant load and the fuel consumption changes when switching from non-HHO to HHO enhancement during the same load conditions. Density altitude will NOT be factored in because we are only looking at relative changes caused by the addition of HHO. Each test will be conducted with and without HHO present to prevent any long term density altitude variations.
We are currently looking at ways to measure the HHO flow rate into the engine so we can determine what percentage of HHO is being ingested during the test runs. Any low cost method suggestions would be appreciated. We are presently leaning towards a wind anemometer placed within the engine intake plumbing.
Once HHO effeciency improvement is proven, then we will start engine test stand testing of the HHO Controller at www.nexgenhho.com . The HHO Controller code will be tested as the code is developed and will be available for download.
So there you have it, this is an overview of what we expect to do with this project. Wish us luck, and join in if you want. You are very welcome here.
contact Lynn and let him know what you would like to contribute.
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© 2009 by Lynn W. Graves
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Website owned and operated by Lynn W. Graves.
Last updated (09feb09
), lynn@whatifdyno.com