Why would you want to reduce the burn velocity of hydrogen? I don't quite understand your question. Hydrogen is basically the most efficiently (ie. hottest) burning gas we know of. But it's not a source of energy, this is an important difference between petrol and hydrogen. Petrol can be extracted and used as a fuel, hydrogen can only be made with an input of energy, it's essentially a battery, we still need a source of energy to get the hydrogen.

Water is a chemically high-entropy substance, meaning that (and I am only speaking chemically here) it is not possible to extract energy from it using a chemical reaction. I've done my best to explain this phenomena here: http://www.bottleweb.org/jason/water-car-hoax

Water does however contain hydrogen. Hydrogen, under sufficient pressure and high enough temperature, will fuse into helium creating in a violent exothermal reaction (ie. producing vast amounts of energy) called nuclear fusion. This means that water itself is actually an extremely potent substance in terms of how much "energy" we can extract from it. The problem, basically, is that we have no way of safely creating a fusion reaction. Also, stanley meyer's super electrolysis device didn't produce helium (the product of hydrogen fusion), nor was there ever a claim that Meyer was fusing hydrogen.

Jason

Hi JAFO,
You've raised a lot of interesting issues here, let me start with your comment about pressure. Firstly, it is not particularly dangerous to store hydrogen at high pressure. We can surround it with enough metal, so that the force required to rupture the tank would kill the passengers anyway. This reason is also used in the construction of magnesium dashboards and engine components - by the time the cabin gets hot enough to burn the magnesium, the passengers would have died anyway, so there is no safety concern.

The problem with highly pressurised hydrogen is that we often need relatively thick tanks, which are heavy and thus consume large amounts of energy during transport. Lastly, why do we need to pressurise the hydrogen? Well you don't have to, problem is that if you don't pressurise it, it will take up a lot of space. It's unreasonable to fill a tank with gassified hydrogen because its density is so low, so we pressurise it until it liquifies (pressures in the MPa magnitude, well above 10 atmospheres). This is similar to what we already do with LPG cars, although higher pressures are required for hydrogen.
Jason

I haven't heard of this company. Can you upload some pictures or send me a link? I think this is the sort of thing people should be talking about more on the internet, I see so much speculation and heresay, it's really refreshing to hear about an actual experience. If you have the spare time you could set up an account here and upload some pictures and write a blog page about it, I'm sure there'd be a lot of people who would be interested in something like that.

Jason

CIE Diesel engine, Race Cars, boats, model planes. Super great collection motors that will fit into the palm of your hand!

Compressing any gas raises the temperature in the cylinder chamber on the Power stroke, Normally the gas used is Ambient Air. Air is drawn into the cylinders and is compressed by the pistons at compression ratios as high as 25:1. Near the end of the compression stroke, diesel fuel is injected into the combustion chamber through an injector, but not just any injector, but a special one! The fuel ignites from contact with the air that, due to compression, has been heated to a temperature of about 700 – 900 °C (1300 – 1650 °F). The resulting combustion causes increased heat and expansion in the cylinder, which increases pressure and moves the piston downward. You can think of an diesel engine as a "Liquid To Gas Converter." the fuel ignites upon being injected into the highly compressed air in the combustion chamber.

The Speed at which you move down the road is controlled by the amount of liquid fuel injected, unlike controlling the amount of air ratio in the auto engine, To go faster you simply inject more fuel.

In older diesel engines, a distributor-type injection pump, regulated by the engine, supplies bursts of fuel to injectors which are simply nozzles through which the diesel is sprayed into the engine's combustion chamber.In common rail systems, the distributor injection pump is eliminated. Instead, a high-pressure pump pressurises fuel at up to 2,000 bar (200 MPa, 29,000 psi)[3], in a "common rail". The common rail is a tube that branches off to computer-controlled injector valves, each of which contains a precision-machined nozzle and a plunger driven by a solenoid or piezoelectric actuators. (For example, Mercedes uses piezoelectric actuators in their high power output 3.0L V6 common rail diesel).

Most large marine diesels (often called cathedral engines due to their size) run on heavy fuel oil (sometimes called "bunker oil"), which is a thick, viscous and almost un-flammable fuel which is very safe to store and cheap to buy in bulk as it is a waste product from the petroleum refining industry. The fuel must be heated to thin it out (often by the exhaust header) and is often passed through multiple injection stages to vaporize it.

Diesel fuel is a form of light fuel oil, very similar to kerosene, but diesel engines, especially older or simple designs that lack precision electronic injection systems, can run on a wide variety of other fuels. One of the most common alternatives is vegetable oil from a very wide variety of plants. Some engines can be run on vegetable oil without modification, and most others require fairly basic alterations. Biodiesel is a pure diesel-like fuel refined from vegetable oil and can be used in nearly all diesel engines. The only limits on the fuels used in diesel engines are the ability of the fuel to flow along the fuel lines and the ability of the fuel to lubricate the injector pump and injectors adequately. A related historical note: at the request of the French Government the Otto company demonstrated a Diesel engine at the 1900 Exposition Universelle (World's Fair) which used peanut oil (see biodiesel). The French government were at the time exploring the possibility of using peanut oil as a locally produced fuel in their African colonies. Diesel himself later tested extensively the use of plant oils in his engine and began to actively promote the use of these fuels.

Petrol/gasoline engines are limited in the variety and quality of the fuels they can burn. Older petrol engines fitted with a carburetor required a volatile fuel that would vaporize easily to create the necessary fuel/air mix for combustion. Because both air and fuel are admitted to the cylinder, if the compression ratio of the engine is too high or the fuel too volatile (with too low an octane rating), the fuel will ignite under compression, as in a diesel engine, before the piston reaches the top of its stroke. This pre-ignition causes a power loss and over time major damage to the piston and cylinder. The need for a fuel that is volatile enough to vaporize but not too volatile (to avoid pre-ignition) means that petrol engines will only run on a narrow range of fuels. There has been some success at dual-fuel engines that use gasoline/Ethanol, gasoline/Propane, and gasoline/Methane.

In diesel engines, a mechanical injector system vaporizes the fuel (instead of a Venturi jet in a carburetor as in a petrol engine). This forced vaporisation means that less volatile fuels can be used.

In diesel engines, a mechanical injector system vaporizes the fuel (instead of a Venturi jet in a carburetor as in a petrol engine). This forced vaporisation means that less volatile fuels can be used.More crucially, because only air is inducted into the cylinder in a diesel engine, the compression ratio can be much higher as there is no risk of pre-ignition provided the injection process is accurately timed. This means that cylinder temperatures are much higher in a diesel engine than a petrol engine allowing less combustible fuels to be used.

Meyer, diesel injecter, watertank, Laser distributor for control of high pressure injectors, water fuel heaters etc.

Thrown this post together just for you as i did not write any of it from my own knowledge. accept for that 1 sentence you just read. If you would like to learn more about engines Please referre to http://www.answers.com/topic/diesel-engine as they have anything you would ever want to know about

running a car on water.

I would not have pointed this out nor spoke about it but i know that the public will deny its workings, therfor this knowledge is considered a hoax and will not harm anyone because many lacks the tools and ability to make it work!

The facts are, when you mix Heat, + compression, + liquid, , you get a liquid to gas expansion conversion. You get this on demand. It does not look like stan was running his car on hydroxy, it looks as if the water fuel cell was a coverup that put a blanket on the Real Technology. However there is some files and photos floating around the internet, for some reasone people dont want you to see them. Thats crazy that your not seeing them! Crazy Crazy Crazy.

The text above does not relate to me, i have not tested it. I dont even know how the above text got where it is, i didn't write it! What you read is facts about engines, as well as in the proccess of doing so you learned how to convert a liquid to a gas right there on the spot. This is your super electrolysizer your looking for that seems so complicated in the patents jason. Throw the patents, and stans documents into a camp fire, He did not use anything in them.