International Conference on Science, Technology Engineering and Management (EMAP 2015)

Performance Analysis of Four Stroke Petrol Engine

Using Hydroxy as an Additive Fuel
M.Gowtham#1, Dr.S.Nallusamy#2, N. Manikanda Prabu*3
#

Department of Mechanical Engineering, Dr.M.G.R Educational and Research Institute University, Chennai-600095, India
1

njoywithgowtham@gmail.com
2

ksnallu@gmail.com

Department of Mechanical Engineering, Nehru Institute of Engineering and Technology, Coimbatore, 642105, India
3

mkp.thetrinity@gmail.com

Abstract Internal Combustion (IC) engines are widely used

in almost all walks of life and cannot be dispensed with in the
near future. Now fossil fuels are mainly used in IC engines and
continually depleting accompanied by increasing consumption
and prices day by day. There is a need to find out an alternate
fuel to fulfill the energy demand of the world. Now a days
hydrogen is being researched and tested as fuel for IC engines
for clean combustion and to reduce carbon emission where we
get hydrogen again from fossil fuels. This research work is an
attempt to produce hydrogen (Hydroxy) from water and adding
it as an additive fuel with petrol. The performance analysis was
done in a four stroke petrol engine by using the above fuel.
Keywords Four Stroke Petrol Engine, Voltrolysis, HHO-gas,
Additive and Performance

INTRODUCTION
In order to preserve petroleum fuels for future and to
eradicate the above limitations alternative and innovative fuels
are needed. Amongst many alternative fuels available hydroxy
gas is taken for this research work. The research conducted so
far indicates the biomass-based fuels to be the best option
because they do not require changes in the existing
technologies in use [1]. Probably the best alcohol that can be
an alternative to petroleum is ethanol. Thus a new path has
been opened for flex-fuel engines, i.e. engines that can operate
with gasoline blended with anhydrous ethanol (1825%
vol/vol), 100% hydrous ethanol (4.04.9% vol/vol of water) or
any blend of these fuels [2].Water is a source of nature and its
a form of energy in its own. It comprises of two hydrogen
atoms and one oxygen atom (H2O). We can use this hydrogen
and oxygen as an alternate fuel [3], then we could able to
change its phase i.e. from liquid to gas this can be achieved by
principle of resonance.
While the water experience its resonant frequency the
molecule of water starts ringing or bombarding and
disintegration of molecules begins which results in evolving of
hydroxy gas. This hydroxy could be used in an internal
combustion engines as on whole or an additive.
In this research paper we discuss the effect of hydroxy
when added as additive through air intake of the IC engine.
The hydrogen shows a wide flammability range [4]. This

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property provides a complete combustion under lean operation

conditions and improves the thermal efficiency inside the
combustion chamber also it gives better performance in Spark
Ignition (SI) engines rather than Compression Ignition (CI)
engines[7]. On the other hand, while hydrogen combustion
process occurs, the flame propagation is carried out with a very
high velocity [5]. This effect approaches the real process to
ideal process (heat released at constant volume) which
provides the maximal indicated thermal efficiency. Likewise,
the high diffusion coefficient of hydrogen involves a very
quick and a homogenous air-fuel mixture [6].
The function of hydrogen in emission reduction of gasoline
spark ignition [8] and diesel engines were also investigated.
HHO gas is renewable and clean burning fuel that does not
generate carbon dioxide (CO2). Hydrogen has about nine times
higher flame speed than diesel [9], [10] and six times higher
than that of the gasoline air mixture [8], [11] & [12]. Adding
HHO gas beyond 5% does not have significant effect in
enhancing the diesel engine performance [8]. Small amount of
hydrogen addition produces an antiknock quality of fuel. In
this study one of the goals was to test if the addition of HHO
gas as source of active intermediate substances would result
with measurable effects on four stroke petrol engine operations
and its fuel consumption.
PRINCIPLES USED

Each and every object in this world is made up of

molecules, which are combined by bonding. Each object has its
own resonant frequency, when the object meets with a
frequency equal to its resonant frequency the molecules of the
object starts ringing between the bond and they get collapsed
from its structure and also the molecules get separated. We are
using the same principle of resonance to disintegrate hydrogen
and oxygen molecule from water.
RESONANT CIRCUIT
Resonant circuit exhibit ringing and can generate higher
voltages and currents than are fed into them. It consists of an
inductor and capacitance in parallel or series. The series circuit
has impedance which falls to a very low value at the resonant
frequency easy of use.

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International Conference on Science, Technology Engineering and Management (EMAP 2015)

NIKOLA TESLA (1856 - 1943) - MASTER OF

RESONANCE STATES
Resonance requires three basic conditions as follows:

frequency) can be adjusted by the user turning a knob. Also,

the length of the ON time to the OFF time [1-2] (called the
Mark/Space Ratio) is also adjustable. And the pulsed DC
helps in achieving the low power input.

A. An Object with a Natural Frequency

The object can be a mechanical device or an electronic
circuit. An object's natural frequency is the frequency it tends
to oscillate at when disturbed. The oscillation can be a
mechanical vibration as is the case when the string of a guitar
is strummed. In an electronic circuit the oscillation is a variable
voltage or current. An object can have more than one natural
frequency. These are called harmonics. A guitar string sounds
musical because it vibrates with several harmonics when it is
strummed.
B. A Forcing Function at the Same Frequency as the Natural
Frequency
In mechanical systems the forcing function is a variable
force. In electronic circuits it arises from a variable electric
field. In either case the forcing function does work on the
object it is applied to. Since work is a form of energy transfer it
causes energy to build up in the object.
C. A Lack of Damping or Energy Loss
For an object to resonate, mechanical or electrical energy
has to build up in the object. Anything which removes these
forms of energy tends to interfere with resonance. Damping is
a means of removing electrical or mechanical energy by
converting it to heat. The term damping should not be confused
with the term dampening which means to make something
slightly wet. Friction, air resistance, and viscous drag can all
provide damping in mechanical systems. Electrical resistance
performs the same function in electronic circuits. Other forms
of energy loss can include sound (musical instruments) or light
emissions (lasers).
When the forcing function's frequency matches the natural
frequency of an object it will begin to resonate. The forcing
function adds energy at just the right moment during the
oscillation cycle so that the oscillation is reinforced. This
makes the oscillation's amplitude grow larger and larger. These
oscillations would eventually become infinitely large.
However, as mentioned earlier, long before the oscillations
reach infinity one of the following three things happens: 1) The
object's dynamics change so that the resonant frequency and
forcing functions no longer match, 2) The energy lost as heat,
sound, or light becomes equal to the energy input or 3) The
object breaks.
CIRCUIT
The main part of the circuit is made up of two standard 555
chip timers. These are wired to give an output waveform
which switches very rapidly between a high voltage and a low
voltage. The ideal waveform shape coming from this circuit is
described as a square wave output.
In this particular version of the circuit, the rate at which the
circuit flips between high and low voltage (called the

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Fig.1 555 Timer Circuit

I. WATER FUEL CELL DESIGN

The water fuel cell consists of electrodes in the form of
circular tubes. The outer tube is connected to the positive
charge and the inner tube is connected to the negative charge.
The tubes have a space gap of 1 mm. In order to achieve high
efficiency the following factors are considered with the tube.
Choice of the Grade of Stainless Steel
Stanley A. Meyer claimed that he was using T-304
Stainless Steel (SS) [13] as there is no caustic electrolyte as
such, is right to say that 304 grade s/s can be used. However,
expect there to be a good deal of brown gunk generated during
the conditioning process, with the additional part coming from
the 304 material. There are some higher percentages of Ni and
Cr in 316 and 2% of Molybdenum. Some of the manufacturers
use Cerium Mischmetal (Rare earths) during the melting and
pouring operations and this is done in the more expensive
alloys like 316 to increase the hot life and the surface layer
strength and in case of seamless tubes a little extra silicon is
added for free flow in hot condition (Hot Extrusion of seamless
tubes).
All these put together add up to different metallurgical
properties of the material in our case. When in hot condition
the Rare Earths, Silicon, Molybdenum tends to migrate
towards the surfaces of the metal and this helps in the
formation of a strong protective surface layer (The reason why
I said annealing was important). SS 316L is the only SS that
can be used in human Medical Implants other than titanium,
thats how stable 316L grade is.
In summery the best grade of SS to use is 316L. Next
preference is 304L and 304. Here L stands for Low Carbon in
the SS alloy.
Composition of 316L in %
Carbon: 0.03
Manganese: 2.0
Phosphorous : <0.45

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International Conference on Science, Technology Engineering and Management (EMAP 2015)

Sulphur: 0.03 max

Silicon: 1.0
Chromium: 16 to 18
Nickel: 12 to 14
Molybdenum: 2.0 to 3.0

Fig.3 Brown Musk Formation.

Once the brown musk formation is eliminated the
production of gas will be high

Plain 316 SS nickel range is 10 to 14% and carbon being

0.08%. 304 SS has lesser % of Nickel and Chromium and
doesn't have Molybdenum at all.
A. Tube Gap and Thickness / SWG / AWG of tubes
Outer Pipe OD: 25.317 mm
Thickness: 14 SWG or 2.032 mm
Outer Pipe ID: 25.317 - (2.032 x2) = 21.253mm
Inner Pipe OD: 19.930 mm
Thickness: 14 SWG or 2.032 mm
Gap is 1.323mm (21.253 - 19.930)
Fig.4 Hydroxy Generation

VII.
IMPLEMENTATION OF OUR SYSTEM
We have successfully disintegrated hydrogen and oxygen
from water through the technique of voltrolysis. And we used
it as a additive fuel in YAMAHA FZ 153cc bike by making
little modification in the present air intake system. Also we
tested the change in MPL of that bike.

Fig.2 Inner and Outer Tubes of WFC

This was adjusted to both the sides as the inside pipe is

centered is 1.323/2 = 0.6615 mm on either sides of the inner
tube. So effectively the gap between the pipes is less than
0.670 mm. It is convinced that the higher output of my setup
could be due to this small gap. SWG stands for Standard Wire
Gauge.
B. Conditioning
The brown muck is formed initially and there remains low
gas production. When the brown muck has been disappeared,
the gas production will increase much more with low amp
consumption

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Fig.5 Existing Air Intake Regulator

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International Conference on Science, Technology Engineering and Management (EMAP 2015)

Fig.6 Modified Air Intake Regulator

Hydroxy is in 2:1 ratio

Then total amount of hydroxy supplied in bike air intake
= 1.545 liters
While testing we drive the bike not more than 60kmph,
then we got a mileage of 50.6 kmpl.
Approximately the bike had run for 50 to 60 min.
Then we need 1.545 lit of gas production/hour.
Our capacitor cell has the capacity of 600ml gas production
in 13minutes.
13*4=52min
6*4=2.4 liters of gas is produced in 52 minutes.
Since approximately 25 - 26% of mileage efficiency has
been increased.
IX.

Fig.7 HHO and Air Blend Inlet

The following various steps are involved in this testing system

The resonant circuit is made and its input is fed in to the
water capacitor cell or electrolysis chamber were
molecular ringing occurs and evolving of hydroxy gas
begins.
The evolved hydroxy gas is fed in to the IC engine through
air intake system.
MPL test is conducted to find the change when hydroxy is
added as an additive
VIII.

ANALYSIS AND RESULTS OBTAINED

Actual mileage of the bike is 39.4 kmpl at normal

conditions of fuel and air intake. When hydroxy is feed in to
air intake the mileage of bike is 50.6 kmpl. Therefore mileage
difference of 11.2 kmpl is arrived.
Gas calculation
100ml of petrol gives 3.94km
11.2/3.94=2.84
Therefore 284ml of petrol has been replaced by HHO
Density of petrol=0.75 kg/lit
Volume of petrol replaced = 0.284 lit
Calorific value of petrol= 48000 kj/kg
Density=Mass/Volume
Mass of petrol = 0.213 kg
Mass of petrol * calorific value of petrol
= 48000*0.213
= 10,224 KJ
Let it be X.
Similarly
Let Y be the mass of hydrogen, then
X= Mass of hydrogen * calorific volume of hydrogen
Y * 141,790 kj/kg = 10,224 KJ
Mass of hydrogen Y = 0.0721 kg
Density of hydrogen = 0.07 kg/lit
Here Density (D) = M/V
Therefore Volume= Mass/ Density
= 0.0721/ 007 (Kg/Kg per lit)
Volume of hydrogen used approx = 1.03 liters

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CONCLUSION

The proposed system of using water as an additive fuel for

running IC engine of 153cc YAMAHA FZ would reduce the
fuel demand to some extent of increasing the mileage
efficiency about 25 26%. At the same time there are some
significant problems are also occur during running of the bike.
Therefore further research may be taken for reducing such kind
of significant problems. So that it will be possible to find out
the different operational conditions of this fuel and also the
modification to be carried out in an internal combustion
engines for increase its performance and to reduce pollutant
exhaust. Safety measurements should also be considered for
this research since the fuel used here is hydroxy, and more over
once the characteristics of this fuel is studied thoroughly the
advancement and testing of IC engine can be carried out in
near future. Though the whole system is cost effective, the fuel
cost would be reduced the system cost much high as water is
used as an additive fuel. Hence a further research on this
project can make an effective fuel for future.
ACKNOWLEDGEMENT
Authors are grateful to Er. A.C.S. Arunkumar, The President, Dr.
M.G.R. Educational and Research Institute University, Chennai600 095, India for providing research facility to complete this
research work successfully
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International Conference on Science, Technology Engineering and Management (EMAP 2015)

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