Author: joshr

Depends on your equipment.
FIRST:Brown’s Gas (BG) is powerfully explosive as it is mostly diatomic hydrogen and oxygen in ideal stoichiometric mixture.
As pressure is increased on BG, the gas density increases and its ‘explosion pressure spike’ becomes more powerful.
In my experience:At ambient pressure a ‘torpedo’ type pop bottle will usually contain the explosion; though it will melt from the resulting heat.  ‘Static pressure’ tests of torpedo pop bottles show they will withstand about 150 psi. (click)At 70 psi a BG explosion will cause 1/4″ steel plate to become convex.  That test was one of the loudest explosions I’d ever heard.  I’ve worked with explosives all my life and I have blasting certification.If the explosion ruptures your container, the result is a very powerful bomb.
If the explosion does not rupture your container, you will end up with a vacuum in the container as the BG converts to water, a reduction in volume of 1866 times.  It won’t be a perfect vacuum because steam and water vapor take up some volume.
My ER1200 WaterTorches have a 1/4″ steel tube-shell and 1/2″ steel endplates.  I operate them at 10 psig.  10 psi is enough to reliably fuel a torch that handles 1200 liters per hour of BG.  Lower pressure is safer!
My ER50 electrolyzer is schedule 40 PVC and operates at ambient pressure, or up to 1 psig when operating as a WaterTorch.
SECOND: BG contains all the energy it needs to ignite itself.  It only needs a combination of temperature, pressure, and/or a sharp point or edge (to concentrate the ‘static’ electricity).  
I once had an ER1150 WaterTorch come all the way back from Australia because, during manufacture, a tiny spiral of metal fell into its liquid/vapor separator.  
The WaterTorch passed all our factory tests but upon reaching the customer it would internally explode every time its pressure rose to about 15 psi. (The ER1150 normal operation pressure was about 20 psi).  
Upon receiving the WaterTorch back in my lab I confirmed that it was exploding everytime it reached about 15 psi.  I took the machine apart, discovered the tiny metal spiral, put the machine back together and it pressurized normally from then on.
I assume that during our initial factory tests the metal spiral was laying point down.  As the machine was jostled during transport, the point came up.  The sharp point was all the BG needed to self ignite.
THIRD:As I stated above, pressure and temperature are also enough to ignite the BG.  The pressure / temperature relationship is inverse.  The lower you can keep the temperature, the higher you can pressurize the BG.  Personally I like to run my BG electrolyzers hot, so I keep as low a pressure as practical.
I do not have charts on the pressure / temperature relationship because I discovered that, for safeties sake, I never wanted to have high pressure BG anyway.
I do not recommend any application that isn’t thoroughly designed to handle the inevitable internal explosions.  Personally I do not pressurize BG… I use it as soon as possible after it is created.

I’m a certified Automotive Technician and fuel saving inventor; so I was in a unique position to understand WHY the EFIE was needed when electronic fuel injection systems started using oxygen sensors in the 70’s and 80’s.
Effective combustion enhancement (fuel saving) results in more than ‘normal’ oxygen levels in the exhaust (see EFIE literature for why this is).  The vehicle’s computer woul then recieve a lower voltage from the oxygen sensor and would ADD FUEL to compensate (negating the potential fuel savings).
I did experimentation and discovered what needed to be done to ‘correct’ the voltage output of the oxygen sensor so that the computer wouldn’t add additional fuel.  I got several quotes from electronics engineers to build the circuit I desired and the LEAST cost one was $30,000.  I decided to learn electronics and do it myself, which I did.  Again, as an Automotive Technician and inventor I was in a perfect position to KNOW what was needed.
I developed the EFIE to have a ‘floating’ voltage.  This is a voltage that is NOT connected to vehicle ground.  A floating voltage allows you to add an (user adjustable) voltage to the oxygen sensor’s voltage WITHOUT any possibility of damage to the vehicle’s computer.  This can ONLY be done using a transformer, because a transformer decouples the source of the voltage from ground.  Thus my EFIEs are ‘digital’ to generate the original voltage but analogue (with transformer) to connect it to the vehicle.
Once the need for the EFIE became well developed, other electronics designers came up with their own circuits to add voltage to the oxygen sensor output.  They did NOT use a transformer so do not have a floating voltage.   They advertise their circuits as ‘digital’ like it’s an advantage.  It’s not!  
My circuit allows the ORIGINAL oxygen sensor voltage to go to the vehicle’s CPU, adding a (variable) voltage.  
Their circuits stop the original signal from the oxygen sensor, using it as a reference to generate a ‘new’ signal to the computer.  
The two problems with this ‘non-floating’ technique are both related to the vehicle’s ground.  First, if there is ANY ground issues with the ‘digital’ EFIE or the oxygen sensor, the ‘digital’ EFIE will not function correctly.  Second, the ‘newly generated’ signal may be incompatible with the vehicle’s computer, with possibility of damage to the computer.
I’ve improved the EFIE in the decades since I first invented it and I still use the floating voltage because I design to be SURE of no damage AND reliably achieving the goal.
Further you may hear of how my EFIE increases voltage as it warms up, like it’s a bad thing.  I DESIGNED the EFIE so that it would not lean the mixture too much when the engine is cold, and gradually lean more as it warms up, to achieve maximum savings with no performance issues.

Our testing of the Volo was… not good.We found it excessively complicated and ineffective.
It’s good in theory but it’s a real Rube Goldberg to getting anything effectively accomplished.  You have to be a master mechanic, a computer programmer and have time on your hands to optimize it for any particular vehicle.  There are just too many variables that all affect each other and the Volo tries to address them all.
While the Volo is a good idea and an excellent technology, I put it in the Chindogu catagory.
I prefer simpler solutions that are user adjustable and address the key issues directly.

Why buy ER HyZor Technology book and/or (basic) Kit:
There are currently a lot of ebooks and kits out there. It seems like everyone is jumping onto the on-board electrolyzer (often called a generator) bandwagon. I call these ME2s. ME2s are important, because they spread a technology fast, far and wide which bypasses Vested Interest suppression. Unfortunately ME2s may not be spreading the best information and can damage a fledgling technologies reputation.
Here are some thoughts to consider before purchasing a Brown’s Gas (HHO) on-board electrolyzer. You don’t need to buy our ER HyZor if you can find a better deal elsewhere, just be sure it IS a better deal… Consider:
1. The experience of the source:Eagle-Research has been building, installing and testing the world’s most practical fuel saving technology, including on-board electrolyzer technology, since 1984.Eagle-Research wrote HyZor Technology book in 2000. HyZor Technology is Eagle-Research’s brand name for the technology to install Brown’s Gas (HHO) on vehicles.
HHO is a brand name for Brown’s Gas, made in a fraudulent effort to patent the gas by changing it’s name. Credible, independent, third party testing shows that Brown’s Gas and HHO gas are identical.
The HyZor Technology book combines comprehensive research of electrolyzer ‘state of art’ design with decades of personal research building electrolyzers and thousands of hours of actual experience over decades of actual driving and use.
The ME2s out there don’t really know a lot of things they should, like what Brown’s Gas is or why/how it works or why you should use a series-cell electrolyzer or the most efficient and practical ways to build an electrolyzer, such as bi-polar design.
The ME2s that figure out what ‘amperage runaway’ is still don’t know the most efficient ways to control amperage. You will even hear of Baking Soda being recommended as an electrolyte (bad news because it’s extremely inefficient and turns into a poison) or that adding water will rust valves (this is a myth propagated by people who do not understand how adding water REDUCES the amount of water the engine has to handle).
The HyZor Technology is still the world’s most efficient and practical on-board electrolyzer technology (proven by independent testing). Not only because the electrolyzer is so practical (efficient, easy and inexpensive to build), but because we have the most efficient power supply options and important features like liquid level sensing (to prevent low fluid level explosions and allow automatic water fill).
Most of the ‘literature’ out there is telling people how to build electrolyzers using inefficient designs, electrolyte and power supply methods that we researched and abandoned decades ago.
There are even some promising to run a vehicle entirely on water. Some of the plans being sold on the internet are ‘compiled’; this means they are designs that the author THINKS will work and not proven by actual experiments. Even the ME2s that do experiment before writing their literature do not have the experience to know WHY we design our electrolyzers the way we do; incorporating the most efficient design into the most practical package. As they learn what we already know, they are coming to respect and use our designs or modify their designs as best they can.
We are trying to educate as many people as possible so that when they decide to build and/or install an on-board electrolyzer they will know the issues they need to consider.
I’m NOT saying that there aren’t any designs out there that work. Quite a few of them will get some gains. I am saying that very few of them will get optimum gains with minimum issues.
2. The credentials of the people you are buying information from:George Wiseman is a certified Automotive Technician with specialized training in fuel systems and combustion technology combined with knowledge of chemistry, physics, thermodynamics and skilled in multiple trades too long to list here. He is a prolific inventor of practical energy solutions with dozens of best selling, practical how-to books. He invents these technologies for his own use, then helps others achieve what he has achieved.
Over the decades, George Wiseman has been investigated by various Government agencies seven different times so far (see some of the ‘suppression’ details on website) and has proven his integrity to their satisfaction. He is one of the few islands of honesty and practicality in a sea of misinformation and/or outright fraud (which is why such businesses get investigated even if, as is the case with Eagle-Research, there has not been a single legitimate customer complaint). His technology has withstood the test of time and tens of thousands of people are now using it.
He developed and has used the ‘no patent, open source’ philosophy for alternative technologies since the start of his business in 1984 (see website). He promotes it to other inventors and is happy to see others basing their businesses on that philosophy.He also promotes the philosophy of self-responsibility, which is why he prefers to sell plans and kits instead of ‘finished’ products. That way a critical need is accomplished, the training of many installers and technicians in a field (fuel saving for example) where there are few experts. People who build their own system can maintain it and install it on other vehicles, becoming the local expert.
He, and the people working with him, work hard to make sure every single customer achieves satisfaction. First by providing the highest quality information and products they can manage and then by helping customers with any questions. Listening to people who are using his innovations is a critical part of our philosophy, because the quality of the information and the kits continues to rise as customers provide feedback.
3. Interface Technology:It isn’t just the electrolyzer knowledge. You need to understand how combustion enhancement technology, including the Brown’s Gas, affects the combustion characteristics, what the vehicle’s computer does about that and how to bring the fuel system back into efficient operation.
George Wiseman recognized the need for Combustion Enhancement Interface Technology (CEIT) decades ago and developed projects like the Carburetor Enhancer (1984) and the EFIE (1990) to allow combustion enhancement technologies to work on various fuel systems.
George Wiseman is the ORIGINAL inventor of the EFIE technology, which allows fuel savers (of all kinds) to be applied to engines with oxygen sensor feedback computers.
We continue to lead in CEIT simply because we have the depth of knowledge and infrastructure needed to recognize a challenge, evaluate it and develop a practical solution. A lot of the ME2s out there are just coming to realize that CEIT is even needed. Once they do, they either recommend their customers to us or ‘use’ our (open source) solutions, like the EFIE; often without giving us credit for developing them.
4. Cost Value:The HyZor Technology is the least cost for the value. We aren’t the cheapest kit because it costs money for quality and in this case quality is extremely important; our HyZor Technology get the same gains as the ME2s, while using only a 1/10th of the electricity (for example, a 1996 Mazda Protoge getting over a 50% gain with only 2 amps of current).
Most of the newbies don’t understand why too much amperage can actually lose mileage (because of the catalyst factor), as well as severely stress the vehicle’s electrical system. Those that do control amperage use inefficient techniques that waste electricity, reducing potential gain.
Our ER HyZor (Basic) kit, at 1/4 to 1/3 the cost of ‘comparable’ electrolyzers selling $1,200.00 to $1,800.00 delivers better results. It may not seem like it from our literature and website because we don’t quote only the very best results. We also don’t claim additional gains from using additional fuel saving technologies, without stating so.
We DO recommend doing everything possible to increase your mileage and using a comprehensive assortment of enhancements is a good way to do it. We’ve recommended fuel pre-heating, fuel additives, metal conditioners, water injection, ignition enhancement, etc. since 1984 (most of these things are covered in our book Super Gas Saver Secrets, sold since 1986). With all the technologies we recommend, and teach, it is possible to double the mileage of nearly any vehicle. We work hard to make sure our customers feel happy, not cheated, when they learn the truth by experience.
We also try to save people money, right from the start, by selling the literature and kits at a reasonable prices (some out there sell devices for all they can get) and we use the income from our sales to finance our (entirely self-funded) research. We do as much as we can to teach people everything they need to know to become self-sufficient, including comprehensive literature, videos and website assistance. In addition to the up-front savings, lots of people have made and are making a good living with our technology (a few of them in the hundreds of thousands of dollars).
5. Integrity:We consider it unethical to have customers assume that full gain can be achieved with a single technology like an on-board electrolyzer. We also find it unethical to ‘bait and switch’; promising huge mileage (300% gains) with technology that ‘needs time’ and offering the ‘temporary’ consolation of an effective, but much lower gain, technology (this has been this person’s marketing method since the 1980’s, with a variety of free or alternative energy promotions).
We also consider it unethical to patent technology that is in the public domain and then use the invalid patent to get investors money, without telling them that the patent is worthless.
We also think it is unethical to put a big battery bank in the trunk, to get the electricity to make enough hydrogen to run an engine, and allow the media to report on a ‘water fueled car’ without telling people that they would have gone three times further if they’d just hooked the batteries to an electric motor (eliminating both the on-board electrolyzer and the internal combustion engine).
We consider it ETHICAL quote the LEAST gains everyone should expect. Lots of newbies out there quote their best testimonials to attract sales. If our customers end up with more gains than they were expecting, they are happy. Whatever you see out there for ‘claims’, our technology does as well or better. For example you may see a guarantee of 50% gain, and it is the truth, in the case I’m thinking of, but they offer that on a ‘package’ of fuel saving technologies, not just their design of an on-board electrolyzer; and to qualify for the guarantee you need to have one of their trained technicians optimize the installation.
We also have decades of experience with people who step into the ‘fuel saving business’, grab as much money as they can and then leave. Some are well meaning but ignorant and some are outright frauds. All of them hurt the credibility of the few legitimate fuel savers and the resulting bad press prevents the public from being able to experience true gains.
It’s also a sad fact that when the media is reporting on a fuel saver that didn’t work, they don’t point out the ones that do; so people are left with the impression that none work and that the automobile manufacturers are doing the best they know how. They are not, and I can prove they are not, but that is an entirely different conversation.
Frankly, any technology we offer is, in our opinion, the best there is or we wouldn’t sell it. We have no problem recommending people to technologies that are better than what we have. That philosophy allows us to concentrate on what we do better than anyone else AND makes sure the people have access to the best possible gains.
Summary:We do not say or imply that most of the ME2 writers of books and producers of kits ‘out there’ right now are trying to defraud. We see a lot of innocent enthusiasm and questionable marketing techniques. We’re sad that these newbies aren’t taking advantage of the breadth of experience we practically give away.
We’ll work on expanding this information into actual examples of issues you should considerwhen thinking of installing any fuel saving technology, and in particular the on-board electrolyzers. 

Fuel cells do not use electrolyte; but I think you are confusing fuel cells (which take hydrogen and oxygen as fuel to make electricity and water) with an electrolyzer (often called a generator) which uses electricity to split water into hydrogen and oxygen.
Our electrolyzer designs, like the on-board ER HyZor, use lye (NaOH) as the electrolyte.
I’ve tested hundreds of electrolytes, electrolyte concentrations, frequencies, plate spacings, etc. I’m always looking for the most efficient electrolyzer design, electrolyte and power supply (more on that elsewhere).  There is a difference between efficiency and practicality.  In my commercial electrolyzer designs I use PRACTICALITY as my main design parameter, sacrificing some efficiency for user-friendlyness and lower cost.
So far, I’ve discovered that lye is the most practical electrolyte, because it produces BG cleanly, efficiently, is low cost, has low toxicity and is fairly easy to acquire.  I’ve designed my electrolyzers to optimize the characteristics of lye so lye (NaOH) will produce 30% more BG than using KOH.
My electrolyzers are over 100% Faraday efficient if you consider both the BG production and the heat produced.  ER1200 WaterTorch independent efficiency test results (without measuring heat energy produced).  
A lot of electrolyzers promoted on the internet use baking soda as the catalyst.  The reason baking soda works as an electrolyte is because a small portion of it turns into lye.  The rest of the stuff in baking soda just clogs the system up with impurities and/or turns into poisons.  
You can cleanly achieve the same result (inefficient electrolysis) by using a 5% mixture of lye (by weight).  This makes the electrolyte about as benign as citrus juice (see below).
 

No.
Electrolyzers of this type have been operated in Canada and Alaska for over a decade with absolutely no issue about freezing.
Think of the electrolyzer kind of like a reverse battery.  Your battery doesn’t freeze because the water is mixed with electrolyte.  It’s the same with the HyZor, the water is mixed with electrolyte and will not freeze even below – 40°C.
That said, electrolyzers (like batteries) become very inefficient when cold.  So it’s a good idea to heat them.  The HyZor is designed to operate efficiently at engine coolant temperatures and we have (in our HyZor Resources and in the HyZor Technology book) full instructions on how to heat the HyZor.

There are hundreds of ways to improve fuel economy. We are consolidating them in our Super Gas Saver Secrets book. Most people can cut their fuel costs in half using techniques that cost very little or nothing.

For technology specific to Eagle-Research: Start with the Carburetor Enhancer (Basic) kit. This is our standard recommendation for carbureted vehicles.

Do not proceed with any other fuel saver until you get the Carburetor Enhancer working.

If the Carburetor Enhancer does not work, then you have fuel system problems that you need to solve before proceeding.

The Carburetor Enhancer is not actually a device, it is a custom tuning technique for carburetors. It is meant to enhance the operation of properly functioning carburetors.

It adds a hose and valve on the outside of your carburetor that should have been included inside the carburetor when it was built. (Both carburetor and vehicle manufacturers ARE aware of this technology and have applied it in special cases, like police vehicles.)

The parts cost is about $15 and the actual installation time is about 1/2 hour once you know what you are doing. Adjustment takes seconds and then you just drive normally.

Most people get at least a 25% gain in mileage (10 mpg to 12.5 mpg), a significant pollution drop and increased performance.

The Carburetor Enhancer Manual gives very complete instructions that have already helped over 70,000 people.

Here is a calculator to find out how much money you’ll save.
Adjust the percentage to fit whatever technology you are using.
https://www.eagle-research.com/fuelsav/FiveYrCalc.php 

The terminology ‘dry-cell’ came into the public domain as a ‘trade name’ for Brown’s Gas, likely originating from Denny Klein during the explosion of on-board electrolyzer experimentation that happened during 2008.

The originator popularized the term ‘dry-cell’ to differentiate the ‘recirculating-electrolyte‘ electrolyzer designs (dry-cell) from the original electrolyzers that did not recirculate the electrolyte (wet-cell).

The ‘dry-cell’ is a misnomer.  Dry-cells do NOT use dry (no liquid) electrolyte.  In fact, they usually use MORE liquid electrolyte than the original simple design; that they re-named a ‘wet-cell’.

A so-called ‘dry-cell’ is simply a full flooded wet-cell with an additional reservoir for electrolyte and a means to circulate the electrolyte fluids, (liquid and gas mixture) between the electrolyzer and the reservoir.

I think they were named ‘dry’ because they, theoretically, could have a smaller portion of the liquid electrolyte in the cell-pack at any given time.  This is actually not true in a lot of cases.

The dry-cell’s fluid reservoir is usually mounted higher than the cell-pack and is connected to the cell-pack so that the natrual ‘rising’ action of convection (heated liquid electrolyte) and gas bubbles will ‘pump’ the electrolyte/gas mixture up out of the electrolyzer, allowing fresh electrolyte to flow into the bottom of the electrolyzer.

A ‘dry-cell’ is simply an ‘electrolyte circulating electrolyzer system’.  The electrolyzer portion of the system can be, and usually is, EXACTLY the same design as the original (now ‘re-named’ wet-cell).

Typically the dry-cell’s reservoir is used to separate the BG (aka HHO) and electrolyte fluid, allowing the BG to exit from the system and the de-gassed electrolyte to re-enter the bottom of the electrolyzer.

Dry-cells can be designed using parallel-plate or series-plate configurations; exactly the same as the original wet-cells.  I say again… Nearly ANY electrolyzer can be converted to be a ‘dry-cell’ just by adding a reservoir tank and recirculation hoses.  BUT just because it’s a dry-cell DOESN’T make it more efficient, most often just the opposite is true.

Some advantages of the dry-cell concept include:

1. An increased ability to control the temperature of the electrolyte.  For any given electrolyzer design, frequency, pulse (width and shape), electrolyte and electrolyte concentration there will be an ideal or optimum temperature.

Sometimes the BG production increase can be dramatic if the optimum temperature is maintained; so all electrolyzers should have temperature control, allowing heating or cooling as needed.
Our HyZor is an ‘integrated dry cell’ because the ‘extra reservoir’ is built into the body.

2. The ability to mount the reservoir tank separately from the electrolyzer, supposedly allowing easier filling with water and easier placing of components within the vehicle.  Easier filling may not be actually true, depending on the electrolyzer and the location of the reservoir tank.
Our HyZor is designed to be filled remotely and includes electronics to monitor fluid level.

3. The ability to remove bubbles from the electrolyzer faster than natural convection, particularly if using a pump.  Using a pump to increase ‘dry-cell’ efficiency is highly recommended.

4. The ability to ‘treat’ all the electrolyte, filtering out solids and/or changing the electrolyte density easily and quickly.  In some cases, this can be a practical advantage.

The usual concept is to have the BG, generated in the electrolyzer, lift itself and some electrolyte out of the electrolyzer using bubble-assisted convection or pump assisted convection. The upper tank then allows the BG to separate from the electrolyte fluid (at it’s own convenience) and the, now clear, electrolyte then falls back (through a separate tube) to the bottom of the electrolyzer, to continue the process.

The dry-cell may also cause more ExW to form, as cations and anions can be ‘pushed’ out of the electrolyzer with the BG before they have a chance to complete their chemical dance.

My advise would be to provide a pump for positive circulation of the electrolyte. Maximizing the advantages above (particularly as I’m finding that temperature control may be a major factor in finding the peak performance point) and minimizing the inevitable ‘surging’ that happens with passive bubble-assisted circulation (surging causes portions of plate surfaces to become inactive).

Also, it is VITAL to remove bubbles from the active electrode surfaces ASAP to raise electrolyzer efficiency.  Every bubble that is stuck to a surface is preventing that portion of the surface from participating in the electrolysis process.  Less surface area causes a higher amperage density and higher cell voltages; both of which reduce wattage efficiency.  A pump forces the fluids, including the bubbles formed on the plates, to be ejected from the cells; allowing the electrolysis process to be more efficient.

Also, most dry-cells are miss-designed for maximum efficiency, because they enter and exit the fluid through the side-plates.  This causes flow, surging and ‘shorting’ issues.

Fluid for each cell should enter from directly below each cell and exit directly above each cell, using manifolds (like these people did).  If fluids from one cell can access another cell, electricity can ‘short’ between the cells and cause lower efficiency.

Our HyZor, as currently designed, is a compact, integrated hybrid wet/dry electrolyzer wherein the bulk of the electrolyte is separate from the (dual) electrolyzers and electrolyte CAN circulate in and out of the cells. 

I have not yet seen a dry-cell that can match or exceed the efficiencies of our current HyZor design, which has achieved 20+ MMW.

A. For carbureted vehicles, add the HyCO 2A system only after you get the basic Carburetor Enhancer working.
Often, people find the basic Carburetor Enhancer gives sufficient mileage gains and the pollution reduction for their needs.  In any case, the HyCO 2A won’t give any gains until you have a functional Carburetor Enhancer.
The HyCO 2A, installed with the Carburetor Enhancer, with it’s electronic upgrade, will often double the mileage of most vehicles (from original mileage). So an example of 10 mpg is now 20 mpg.
For Electronic Fuel Injection vehicles, add the EFIE (on each oxygen sensor before the catalytic converter) and a MAP enhancer (on your MAP and or MAF sensor) before installing the HyCO 2A.   With Fuel Injected vehicles, the gain is often 50% over original mileage.  So 10 mpg would be 15 mpg.
Here is a chart, to help you choose between the HyCO 2A and HyZor technologies.
Here is a calculator to find out how much money you’ll save.Adjust the percentage to fit whatever technology you are using.https://www.eagle-research.com/fuelsav/FiveYrCalc.php 

A. We do not sell HyCO 2A components at this time or for the forseeable future.  We used to but we just don’t have enough people to support (purchase, manufacture, inventory, etc) the whole range of products that ER has developed, so lots of billion dollar ideas are just sitting on the shelf.
To solve this problem we are developing manufacturing courses to train people how to make, install and sell these products.
In the meantime, you can build-your-own HyCO system from the instructions in the HyCO 2A Manual.
We recommend you to subscribe to our eNewsletter (using your eStore account) to be informed when we make special short production runs of HyCO 2A kits and when the manufacturing courses will be available.
To subscribe: 
1. Go to the https://www.eagle-research.com/store/ 
2. Create a customer account 
    a.  No purchase is necessary to subscribe
    b.  Check the ‘subscribe to Free eNewsletter’ button on the bottom of your account profile information.
If you already have an Eagle-Research account, simply log in (using the email address and password you used to set up your account) and update your profile to subscribe to the eNewsletter.