Testing Procedures

What If Dyno



Project Goal

Issues needing resolution

O2 Sensor Theory

Combustion Dynamics

Detonation Effects

Supporting Math

Progress Report

Testing Procedures

Political Rant

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.



Current Test Procedure Data Capture Worksheet:

This is an ongoing effort and the current worksheet can be displayed by clicking here. This worksheet is in PDF file format.

Use same fuel source for each comparison test:

The same gasoline fuel source must be used for each comparison test. Always ensure there is enough fuel in the storage container to complete all tests for that day. This will ensure the same fuel chemistry along with the same atmospheric conditions and resultant load conditions.

Baseline MBT and AFR before each type of fuel consumption test:

MBT is the maximum brake torque for this particular engine load and atmospheric conditions. With an air propeller load, the maximum propeller RPM is achieved at the MBT ignition timing point. Bring the engine up to baseline RPM. Adjust ignition timing to MBT (maximum RPM), then re-adjust RPM to baseline. Adjust the AFR (air-fuel-ratio) to baseline using the wide-band oxygen sensor. Re-adjust the RPM setting to baseline. Confirm that both AFR and MBT are both adjusted properly for the baseline RPM. Now accurate fuel consumption measurement can take place. A strobe timing light will be used to measure and record the current timing in degrees BTDC for the baseline MBT adjustment for each fuel.

Fuel Consumption Measurement:

The picture to the right shows our fuel consumption measuring technique. The yard stick is calibrated in centimeters. We have a fuel shut-off valve that stops fuel flow from the fuel tank. We also have a tee connection which vents the fuel line to the top of the fuel tank. In this way, when the fuel flow is shut-off at the fuel tank, the fuel hose can draw air from the vent hose going to the top of the fuel tank. Now we simply measure the fuel drop in the clear fuel line for a give time interval. This carb has a fuel pump built into the carb which will keep the carb bowl filled. This is a diaphram pump which works off the engine crankcase pressure.

Fuel Chemistry impact upon engine intake manifold vacuum:

As you may know, the engine intake manifold vacuum measurement is indicative of engine load. As the engine load increases, the intake manifold vacuum decreases. After setting the test baseline as described above for gasoline, it will be interesting to find out what impact it has upon engine vacuum. When HHO is added it is expected that engine efficiency will increase, in which case engine RPM may increase while vacuum may also increase. Time will tell.

Oxygen Sensor response to fuel changes:

The wide-band oxygen sensor will be used to measure and record the air/fuel/ratio changes caused by the HHO enhancement. The narrow-band oxygen sensor will be used to measure and record the narrow-band oxygen sensor voltage offset caused by the HHO enhancement. These measurements will be taken before readjusting the baseline for the addition of HHO enhancement. Once the new baseline for HHO enhancement has been set, then these sensors will be measured and recorded again.

Exhaust Gas Temperature and Cylinder Head Temperature:

It is anticipated that the HHO enhancement will reduce exhaust gas temperature and cylinder head temperature for the same load (same RPM) as compared to non-HHO enhancement. This will be measured and recorded before and after the HHO enhancement baseline re-adjustment.

Effect of various HHO percentages of air intake volume:

We want to find out what percentage of HHO has the most effect upon engine efficiency. To determine this, we must run tests with varying percentages of HHO in the intake manifold. Accurate measurement of this ratio will be attempted by measuring the intake airflow without HHO and the air intake flow using HHO. The following formula is assumed as accurate:

Airflow (given RPM) minus Airflow (same RPM with HHO via another port) = Difference Airflow

Airflow (same RPM with HHO via another port) = Net Ariflow

Percentage of HHO = Difference Airflow divided by Net Airflow

Engine air intake plumbing pulls 10 Liter/min on gasoline at 3000 RPM

Engine air intake plumbing pulls 9.5 Liter/min with HHO at 3000 RPM (net airflow)
HHO must be providing 0.5 Liter/min through the separate HHO intake plumbing
HHO percentage = 0.5 / 9.5 = 5.26% of the mixture being ingested by the engine.

We can control the HHO flow using an adjustable valve on the HHO plumbing. Now we can measure the fuel consumption for the same load with varying percentages of HHO enhancement. This same valve can be used to turn off HHO enhancement. In other words, we can blip off the HHO and see what effect that short duration of HHO has upon engine dynamics as defined above.

If you wish to help this project grow with one dollar or more ........ Thanks for your support!
These donations will be processed by NEFCON and used for test engine stand and circuit board prototype expenses.

If you would like to provide additional information or recommend suggestions for this co-op project, or join this co-op project,
contact Lynn and let him know what you would like to contribute.

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Last updated (25feb09} ), lynn@whatifdyno.com