A. The original HyCO 2DT Manual ‘as written’ was to be the Installation and Operation Manual for our early 1990s version of the HyCO 2DT. We designed the Manual to be included when selling fully assembled HyCO 2DTs, so construction details were not needed.
Because we did not, for many years, have a fully assembled HyCO 2DT; we updated the HyCO 2DT Manual to include construction details you’ll need as the (now) last two pages in each book, converting it into a ‘How-To’ book for DIY enthusiasts.
The update details items like the hole sizes in the ball.
We do sell the HyCO 2DT ball, to help customers who are building their own HyCO 2DT.
We now have fully assembled HyCO 2DTs for sale (subject to inventory).
‘Brown’s Gas Book 2’ and it’s Resources are all you really need < $50. I do suggest getting other support material but it is optional.https://www.eagle-research.com/cms/store/browns-gas
Cost to build (from the plans in Brown' Gas Book 2) is about $500 plus $1 for each liter per hour desired. This varies somewhat depending on your skills and resources.
The 'Brown's Gas Book 2' and associated Resources book tells you what need to design a BG electrolyzer to fit your needs and where to get everything you need to self-build a machine.
Your self-build machine (from my plans) will out perform ALL commercial machines currently on the market.
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.
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.
When we put our ‘standard’ one size fits all HyCO 2DT (which we ordinarily use for 12-14 liter truck engines) on a 1.6 liter VW Jetta like this one http://www.fueleconomy.gov/feg/Find.do?action=sbs&id=403the Jetta got a 40% increase in mileage when under load (traveling 70+ mph in Alberta).
BUT, when we installed our ‘standard’ one size fits all HyCO 2DT on a Class 8 truck, it’s power increased 14% in a dyno test… Which brought it to the MAXIMUM allowed by the engine manufacturer. If the power had increased any more, it WOULD have been grounds to void the engine warranty if anything went wrong with the engine (due to the power increase).
So, our experience says you can add enough HyCO 2DTs to equal 1 HyCO 2DT for each 2 liters of engine displacement. But… Keep the power increase consequences in mind, it’s your choice.
A. The USA version is CNC machined from aluminum and made with the highest quality standards I’ve ever seen, and that quality costs money.
The Columbian version is less expensive, hand built using steel.
Both of these manufacturers consulted with me to build their versions and I fully believe that both versions will function identically, giving the same gains and be just as durable.
Our Pre-Release/Rebate Program (spring of 2014) will provide the proof needed to comprehensively answer this question.
A. As we proceed with the HyCO 2DT Program, I’ll be telling our HyCO 2DT customers about several complementary things they can do to further increase power, mileage and engine life while decreasing pollution.
Once you learn about them and start to use them I’m sure you’ll agree that these ideas should have been incorporated into the trucks straight from the factory.
These specific recommendations will be posted in the HyCO 2DT Resources.
For general recommendations (click here):
Note that there is a ‘self-guided’ PDF flowchart to help you choose the right fuel saving technology for your vehicle.
Subscribe to the Eagle-Research eNotices (if you haven’t already) to be informed when new information is available.
1. Go to https://www.eagle-research.com/cms/eagle-research-enotices
2. Click the subscribe button in the lower part of the left column
No purchase is necessary to subscribe
For faster notification of updates, you can also follow me on twitter
Eagle-Research Tweets ( Eagle_Research )
A. OK, if you’re asking that question then there’s something you need to know, but it takes a bit of preamble.
I’m a lone-wolf self-employed inventor. I handle everything about my business from idea generation, R&D, accounting, manufacture, marketing, webwork, writing, sales, customer support, etc… Everything…
I’ve computerized everything I can and I’m good enough at all of it to make a decent living. Most inventors don’t have enough business sense to take on being self-employed. My wife helps when she can (she has her own business) and frankly, if it wasn’t for her insight and aptitudes I wouldn’t have done as well as I have.
I do hire contractors from time to time when the workload starts to get too heavy; I don’t like to hire people because training takes up even more of my time, reduces flexibility and I eventually have to let them go, which is really hard for me.My true passion is R&D. I LOVE doing what ‘THEY’ say can’t be done and I LOVE finding PRACTICAL ways to accomplish it. I only do enough of the business stuff to bring in the money to eat and pay bills… So the priority for my business/work time is inventing (I’m trying to have a personal life too, which is difficult because I am a workaholic).I learned early on to build my business around the concept of TEACHING instead of patenting.
I figured out that I didn’t want to spend my time in the traditional concept of patenting (takes time and money, usually wasted in this business) and manufacturing (takes a LOT of time and is very boring for me).
I like to be learning and doing new things, so I’ve learned how to do a LOT of things. The last time I applied for a job (30 years ago) they told me I was over-qualified (I hadn’t learned to dumb down my resume). My resume would now be a book.
I accidentally discovered that if I wrote instruction manuals, telling people everything they needed to know to duplicate my innovation, that I could make money with (after the work time of writing the book) little demand on my time; a concept called ‘residule income’. If I write well, people have few questions. This, combined with computerization and setting up an interactive website, leaves me some time to invent.So I invent things I can use for MYSELF (so I get the benefit first) and frankly are of interest to me personally, then write instruction books (maybe videos), do limited production (to work out bugs and prove efficacy/practicality) and then sell the books. I do a very limited manufacture of a few of my innovations because the book sales act like marketing and create a demand for the product from people who don’t want to (or can’t) take the time to do it themselves. But this manufacturing is strictly limited to a very few of my innovations because, again frankly, I do not want to take the time to manufacture.
Manufacturing to make real money is a full time occupation all in itself. I’d have NO time to invent, which is my true passion and, while I’d be good at it, manufacturing is not the best use of my unique talents.
Back when I was ‘working for a living’ more than one of my employers said “George, you don’t make ORDINARY mistakes”. My takeaway on this is that I THINK DIFFERENTLY than ‘ordinary’ people… and that’s a very good skill for an inventor to have.Any one of my innovations could make me rich if I chose to really manufacture them. There are literally Trillions of dollars to be made (which is why Vested Interest doesn’t like inventors like me).
Heck, several of my book customers have made MUCH more money than I have, by following my instructions and making a business selling their version of my innovations.
I choose to be middle class and happy, rather than rich, bored and feeling like I’m not accomplishing what I’m here for.
My 100% satisfaction guarantee makes sure I ONLY get money from satisfied customers. I’ve been successfully inventing, paying my bills and 100% self-financing my R&D since 1984. So, bottom line, I can only support a limited number of my innovations; the rest are ‘on the shelf’ until someone comes along who wants to manufacture them. This is what has now happened to the HyCO 2DT.
If someone else manufactures them, I can sell and support them through my business and website.
Leaving me with time to invent.
As the fuel comes out of the HyCO 2DT, it is not yet vapor.
The HyCO 2DT is designed to ‘atomize’ the fuel into droplets as small as 5 microns. These droplets can (and often do) condense if they touch a surface.
Lots of people consider these tiny droplets to be vapor because they are very close to being vapor, but they are not actually vapor until the turbocharger blades (hot and moving at thousands of rpm) finish the vaporization process and homogenize the resulting fuel vapors into the air.
The subsequently vaporized fuel is ‘stable’ and will not condense in the intercooler (which has lowered temperatures and higher pressure). This has been proven by dozens of trucks over millions of miles since the early 1990s.
Better combustion (true combustion enhancement) increases exhaust oxygen in several ways.
First, when you use less fuel to do the same work, there is less fuel to oxygen ratio and thus a higher oxygen content in the exhaust.
Learn more about why and how fuel can be reduced download Double Mileage Guaranteed (Part 1)
Second, when combustion is complete, there is almost no carbon monoxide (CO) and almost no oxides of nitrogen (NOx) in the exhaust; so the oxygen that would normally be ‘tied up’ as CO and NOx is ‘free’ and shows up as ‘increased oxygen’.
So, as I’ve stated, ANY true combustion enhancement will cause increased oxygen in the exhaust. Vehicle computers CANNOT ‘understand’ that this increased oxygen is OK, because computers are programmed to increase fuel consumption whenever the exhaust oxygen content rises (they ‘assume’ the fuel mixture is too lean).
Thus the EFIE ‘corrects’ this computer inadequacy by making the additional oxygen ‘invisible’, so the vehicle’s computer operates normally and doesn’t inject ‘additional’ and un-needed fuel.
Before you consider installing a HyCO 2DT system, I understand that you need to know WHY the HyCO 2DT increases combustion efficiency.
It comes down to something called Thermal Efficiency. Thermal Efficiency is the ratio of the potential energy in the diesel compared to the actual work the engine performs.
The HyCO 2DT increases Thermal Efficiency.
It is a scientifically proven fact is that you CAN get more power out of less fuel IF you increase Thermal Efficiency. See my ‘Double Mileage Guaranteed, Part 1’ (and it’s online Resources) to understand more about combustion efficiency. DMG, part 1 is based on gasoline but the vapor principles are generally applicable to diesel, see below for diesel specific information; and see these links (as en example) to understand the high mileage diesel is not only possible BUT BEING WITHHELD from you!
300 MPG Volkswagon NOT ALLOWED in the USA (click) (click) (click) (click)
Given: HydroCarbon fuels (like diesel) can only combust when in vapor form and mixed with oxygen.
Given: Diesel has a high vaporization temperature and a low ignition temperature.
Gasoline requires a spark because it has a low vaporization temperature (between 100°F and 400°F) but a high ignition temperature (600°F+).
Diesel vaporizes at 400+°F and (once mixed with air) ignites as low as 200°F, so once diesel is vapor and mixed with air, compression temperatures are enough to ignite it.
Given: When liquid diesel is sprayed into high temperature air, some of it ‘boils’ (vaporizes) and the vapors mix with air.
Given: As soon as there is a rich enough vapor:air mixture to support combustion, due to its low ignition temperature, the initial diesel vapors explode (they don’t need a ‘spark’).
Given: This initial explosion creates the temperatures to completely vaporize the remaining diesel, which can then mix with air and explode.
This ‘secondary’ explosion is mostly wasted, as it occurs after the optimum time to convert heat energy to mechanical energy.
Given: The most efficient conversion of thermal energy to mechanical energy happens in the first 20° after top dead center (ATDC).
This is how diesel engines work. It is how they’ve worked since the late 1800s and it is still how they work today. Adding a computer does NOT change the basic combustion characteristics of the diesel.
There have been improvements in engine design, to help engines ‘breathe’ and handle higher compression ratios. There have been improvements in injector design to help decrease fuel droplet size to increase fuel vaporization rate. They have added electronics to peripherally increase fuel efficiency, by coordinating timing and fuel volume.
Note: The dyno technician that tested our HyCO 2DT told us that CAT had spent hundreds of millions of dollars to increase their engine efficiency by 1%. He was astounded that we walked in the door, with technology costing less than $5000, that increased any diesel engine’s Thermal Efficiency by over 10%. Dyno test of HyCO 2DT in Boise Idaho (click)
The HyCO 2DT simply increases the percentage of fuel that is already vapor when the combustion event happens.
The HyCO 2DT vapors are already homogeneously mixed in the air (but not enough fuel to actually explode), so when the engine’s injector starts spraying fuel into the engine, there are already vapors ready to combust (they just need more vapor to be rich enough to explode).
The result is a faster, smoother, more efficient combustion that happens at the right TIME to most efficiently convert thermal energy into mechanical energy.
The important thing to know (and it is not taught to most mechanics) is that it is the first-vapor combustion that is most efficiently converted to mechanical energy to power the engine.
Any fuel that burns after 20° ATDC is not efficiently powering the engine. Yes, it is burning and will result in an exhaust that shows efficient combustion; but efficient combustion is NOT the same as Thermal Efficiency.
The fuel can be burning efficiently, but if it doesn’t burn at the right TIME, the heat of combustion will not be efficiently converted into engine power (mechanical energy).
So, as we’ve proven with dyno tests, you can create more power using less fuel, IF you combust the fuel completely and at the right TIME.
Having fuel vapors already in the intake air charge assures that the combustion event will happen faster, smoother and more completely at the right TIME.
The advantages of more Thermal Efficiency don’t just stop at reduced fuel consumption. Exhaust temperatures will drop and pollution emissions will drop dramatically.
Note: This ‘pre-vapor’ combustion efficiency enhancing effect has also been proven by adding propane or gasoline vapors to the diesel air intake.
Note: There are other proven combustion enhancement technologies too, like water injection (can be done using HyCO 2DT technology) and Brown’s Gas addition (gains of 50% with no loss in power have been demonstrated).