Just installed the Smacks booster with EIFE on Sat Aug 9,2008
testing in progress
1995 Honda Civic EX Coupe
Engine Size:1.6L SOHC Vtec
Mileage:124,546
Transmission:5-speed

6-28-08 Hydroxy and Carburetor Enhancer HIGHWAY TEST
Test Car: 1985 Honda Accord, 1.8L 4 cyl engine, 3 barrel carburetor

Temperature/ Mileage Tests With standard engine setup:

Engine
Temperature (*) Miles Gas used MPG
513° 31.4 .925 gal 33.9

* (Peak engine temperature was read at the end of a long flat stretch of road after the engine had already reached its maximum temperature since leaving the gas station.)
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Modified setup with .17LPM hydroxy + Carburetor Enhancer (from eagle-research.com)

Engine
Temperature Miles Gas used MPG
553° (+7.8%) 31.4 .86 gal 36.5 (7.7% more than normal)

Conclusion: Significant mileage increase is due mostly to Carburetor Enhancer which puts some of the intake vacuum on the carburetor vent tube to “hold back” some of the gasoline for a leaner air/fuel mixture. The hydroxy is useful though to counter the slow burn of a lean mixture with its fast-burn characteristics. Strangely enough the percentage mileage increase is almost exactly the same as the percentage temperature increase.

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TEMPERATURE TEST
547° without modifications
567° (+10%) with .17 LPM hydroxy

Conclusion: Only adding hydroxy causes 20° hotter running because .17 LPM adds 22% to the fuel energy used by this engine. This fuel increase, which burns prematurely, leads to higher peak combustion temperatures.

TEST PARAMETERS
All the tests after the in-town mileage tests were done the same evening on the same flat road going an average of 55 mph. Refilling was done at the same gas station on the same pump with the car faced the same direction (in case the cement had an inclination). The temperature tests were done on the westbound part of the road against a 10 mph headwind. A thermocouple was inserted into a rust hole in the exhaust pipe before the catalytic converter and taped in place with aluminum tape which covered all the hole. This thermocouple was connected via a 5 foot cable to my digital voltmeter (near my feet where I could easily read it) with temperature readout. The thermocouple was designed for use with this voltmeter. Hydroxy was added to the intake stream at the inner air filter housing between the air filter and carburetor opening.

CARBURETOR ENHANCER
This modification in its basic kit form from Eagle Research is very good but can be even better. More mpg can be had by including in the vacuum line before the manual control valve a 12 volt solenoid air valve controlled by a normally closed magnetic switch connected to the throttle cable so that when your foot is off the accelerator the magnetic switch is open and the air valve closes off the vacuum going to the carburetor. That way you can adjust the manual valve to let in even more vacuum to the carburetor without causing the motor to run rough at idle. Another way is to open the valve more during idle so that it idles roughly. Then adjust the idle fuel mixture screw for a richer idle mixture so that it idles smoothly again.

7-05-08 Hydroxy and Carburetor Enhancer HIGHWAY TEST
Test Car: 1985 Honda Accord, 1.8L 4 cyl engine, 3 barrel carburetor

Temperature/ Mileage Tests With .21LPM hydroxy + Carburetor Enhancer set to max (*)

Peak Engine
Temperature Miles Gas used MPG
527° 29.3 .71 gal 41.3 (+21.8% more than normal)

* (Manually controlled Carburetor Enhancer was set with the valve open so far that the engine barely kept running at idle and did die a couple of times. Soon I will make it electronically controlled so that the vacuum only goes to the carburetor float bowl when the rpm's are above 1000.)
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Modified setup with 1.2 LPM hydroxy + Carburetor Enhancer set to max

Engine
Temperature Miles Gas used MPG
557° (+5.7%) 29.3 .789 gal 37.1 (9.4% more than normal but 10.2% less than 41.3)

Conclusion: Too much hydroxy gives less gas mileage. The carburetor Enhancer leaned out the air/fuel mixture even more this time which gave better mileage in conjunction with the hydrolyser when set to minimal production. Obviously it doesn't take very much hydroxy to bring the slow burn time of a lean mixture back to a normal burn time to keep it in harmony with the ignition timing.

USEFUL INFORMATION:

The bottom graphs at http://www.hydrogen-boost.com/September%202007.html indicate that a 10 amp hydrolyser current is too much for all but the largest engines. For small engines the extra hydroxy production is only beneficial at full throttle and high rev's.