International Journal of Emerging Technology and Advanced Engineering

Website: www.ijetae.com (ISSN 2250-2459, ISO 9001:2008 Certified Journal, Volume 4, Issue 8, August 2014)

Experimental Analysis of Hydro Enhanced Automobile Engine

Vikas Sonthalia1, Mohan Radhesh Mallya2, Akash Sonthalia3, K S Sridhar4
1,2,3,4
Dept. of Mechanical Engineering, PESIT,100ft Ring Road, Banashankari 3rd stage, Bengaluru-560085
Abstract—Most automobiles depend on conventionally According to the yearly consumption of petroleum, it is
available fuels for their power requirements and with the estimated that the reserves may last for less than 100 years
present rate of consumption, the petroleum reserves only [2]. This amounts to a great global concern that necessitates
promise to last for less than a century. This fact makes the need to find alternate sources of energy. Among the
indispensable the need to find alternate sources of energy
many alternatives to fuels available, hydrogen if used to
which can reduce the burden on petroleum reserves and in
future supplant it. Hydrogen being environment-friendly and support the energy requirements in an engine along with
more potentially combustive than conventional fuel holds gasoline is believed to provide a solution to this problem.
great scope. In this work, an attempt is made to explore the The most abundant element on earth is hydrogen and has
possibilities of obtaining advantages by supplementing fuel immense potential of meeting the energy requirements of
with hydrogen. Hydrogen being a highly combustible gas is present day automobiles. Hydrogen can be utilized in a fuel
dangerous to store in pressurized cylinders on the vehicle, as it cell to run automobiles through electricity and also be used
could be a potential harm to human life. However, producing to supplement fuel in an IC engine. There has been an
hydrogen on-board through electrolysis can solve this upsurge in research on the latter approach of utilization of
problem by ensuring safety thereby eliminating the need to
hydrogen since the identification of the need for renewable
use hydrogen cylinders. In the present work, attempts are
made to build an on-board hydro-enhancement system (HES), and cleaner sources of energy has come across mankind.
introduce brown’s gas (HHO) into the air intake of the engine One way to utilize the inherent power in hydrogen is by
and experimentally analyze the engine performance. System is producing hydrogen and oxygen in the ratio 2:1 through
designed such that it could be implemented on different electrolysis and use the gas(commonly referred to as HHO,
capacity engines. Conductivity tests are performed to Brown‟s gas or Oxy-hydrogen gas) to complement the
determine appropriate electrolyte concentration for combustion of gasoline in an IC engine. Hydrogen has a
producing appropriate amount of brown’s gas. The gross calorific value of 141880 kJ/kg which is
experiment is carried out on a 4-stroke, single cylinder, petrol approximately 3 times that of gasoline and diesel [3]. Its
engine coupled to an AC generator in a laboratory setup.
flame speed is 9 times higher than gasoline and 6 times
Tests are conducted by varying electric loading on the
generator. Performance characteristics obtained on higher than gasoline-air mixture. At normal atmospheric
supplementing fuel with HHO are compared with petrol pressure, oxy-hydrogen gas auto-ignites at 570oC (1065oF)
operation of engine. The results obtained from the and combusts when it attains its self ignition temperature in
experiments conducted on the engine using HHO with petrol the combustion chamber. At NTP, oxy-hydrogen gas burns
indicates an increase in indicated and brake thermal when it contains 4% to 94% of hydrogen by volume. HHO
efficiencies while, the Brake specific fuel consumption (BSFC), has higher diffusivity than gasoline which facilitates
mechanical and volumetric efficiencies of the engine are found formation of homogeneous air-fuel mixture and rapidly
to decrease. diffuses in air in case of leakages [4]. Its low density poses
Keywords—HHO, Brown’s Gas, Hydro-enhancement
a storage problem on the automobile and thus is mostly
system (HES), Hydrogen, Electrolysis produced on demand by incorporating an on-board
electrolytic cell.
I. INTRODUCTION Many investigators have been working on this
technology, have carried out performance and emission
Transport predominantly relies on a single fossil tests on spark ignition engines as well as compression
resource, petroleum that supplies 95% of the total energy ignition engines. One of the investigators has compared
used by world transport [1]. India‟s current energy use is effects of adding HHO and producers gas with gasoline
unsustainable. This consists of fossil fuels, hydro and [4].One has utilized several other combinations with
nuclear resources on one hand, and combustible biomass gasoline such as HHO and ethanol-hydrogen peroxide-
and wastes on the other, the latter being largely non-traded water blend [5].Another has incorporated electronic
resources having a share of almost one quarter in the total systems to improvise engine performance [6].
primary energy supply.

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 International Journal of Emerging Technology and Advanced Engineering
Website: www.ijetae.com (ISSN 2250-2459, ISO 9001:2008 Certified Journal, Volume 4, Issue 8, August 2014)
There has always been a focus on improving Brake At a speed of 20Kmph, the mileage increased by 20%
thermal efficiency and increasing fuel efficiency without owing to lower road loads. Sa‟ed A. Musmar et al. [9]
major modifications to engines. G. Ajay Kumar et al. [4] evaluated effects on performance upon introduction of
studied the effects of introduction of HHO in intake HHO in a Honda G200, 197cc, single cylinder gasoline
manifold of a 2 stroke, 59.3cc, 2.2KW spark ignition engine. Engine speed was varied at constant load
engine coupled with a dynamometer. The effects of conditions to examine the performance parameters. A
blending HHO and producer gas with gasoline show better marked reduction in fuel consumption from 20% to 30%
combustion efficiencies. However, HHO blend is was experimentally observed. S Bari et al.[10]
concluded better due to higher percentage of hydrogen in experimented on a Hino WO4D, four-cylinder, direct
oxy-hydrogen. An increase in Brake Power and engine injection, water cooled diesel engine and analyzed results
speed was observed by supplementing HHO. Reason was under constant speed under varied loads and varied amount
attributed to combustion closer to TDC, as mixture with of H2/O2 mixture. Results demonstrate increase in Brake
HHO made the fuel behave as a higher octane fuel resulting thermal efficiency from 32% to 36% upon varying loads
in better combustion. A decrease in BSFC at all loads is from 19kW to 28kW.Correspondingly, fuel consumption
noted due to efficient combustion and at maximum load of was reduced around 15%.
8kg, almost 200g less fuel was consumed. Ali Can Yilmaz Though, most of the investigators have shown
et al. [6] analyzed the performance of a 3.5L, diesel engine improvement in engine performance owing to better
by incorporating the HHO production system. It was combustion, but, there is a trade-off in the extent of
observed that below 1750 rpm, volumetric efficiency performance improvisation upon introducing HHO to the
decreased and BSFC increased. The reason was attributed engine noted from work done by different investigators on
to excess of hydroxyl in engine cylinder and less of air due similar engine set-ups. It is studied that working on similar
to long opening times of intake manifolds at low speeds. engine setups, significant reduction in fuel consumption
The same was corrected using hydroxy electronic control and better performance is noticed by some investigators
unit to reduce hydroxyl flow rates below 1750rpm. The while no substantial improvement is observed by others
BSFC was found to decrease by 14%. Ammar A. Al- [4,5].To validate upon the possible advantages and the
Rousan [7] experimentally concluded that the optimal extent of improvement obtainable from supplement of
surface of electrolyte needed to generate sufficient amount HHO in an automobile engine, an attempt was made to
of HHO was 20 times the piston area and that the volume develop a Hydro-enhancement system (HES) to produce
of water needed in electrolysis cell was about 1.5 times that HHO, input it along with air-intake to the engine and
of engine capacity. Performance tests were carried with and evaluate performance characteristics of the engine.
without the electrolytic cell and the results were compared. Performance analysis of a 4-stroke, single cylinder gasoline
Two fuel cell designs were used with the second design engine in a laboratory setup was done after integrating the
having dimensions exactly half of the first design. The HES with it. Experimental readings were noted while
Brake efficiency with both cells increased and an increase varying electrical loading conditions on an AC generator
of 3% and 8% was noted respectively for the two cells. and correspondingly performance parameters were
Increase in area of P-V diagram was observed which calculated. A comparison between performance
showed increase in power and indicated more efficient characteristics of engine powered by gasoline and the
combustion. This was accredited to high velocity heat and engine integrated with HES was made.
pressure waves generated by HHO that crushed gasoline
A. Theoretical Calculations
droplets into finer fragments, which was responsible for
lower surface travel time of the reaction and also, to Before Electrolytic cell development, preliminary
increase in octane rating of mixture. Baskar P et al. [8] calculations for flow rate determination were carried out
summarized results of tests carried out considering a using Faraday‟s first law of electrolysis. All calculation
109.3cc, single cylinder, spark ignition engine fitted on a parameters were assumed to be at STP conditions.
motorbike. Experimentation results on emissions and fuel V= (1)
consumption were analyzed and compared with and
without the HHO system. Results were noted at different V= Volume of gas (L)
speeds of the vehicle ranging from 20-60Kmph while R= Ideal gas constant (L*atm/ (mol*K))
applying theoretical load using a water brake chassis I=current (A)
dynamometer.

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 International Journal of Emerging Technology and Advanced Engineering
Website: www.ijetae.com (ISSN 2250-2459, ISO 9001:2008 Certified Journal, Volume 4, Issue 8, August 2014)
T=Temperature (K) Since hydrogen and oxygen during electrolysis are
t= time (s) formed in the ratio 2:1, the combination is often referred to
F= Faraday‟s constant (As/mol) as HHO gas. The cell was made of SS316L plates, gaskets,
p= ambient pressure (atm) acrylic support plates, SS bolts and nuts and PVC
z= no. of excess electrons (Value of z is determined by connectors for transportation of electrolyte solution and
considering cell half reactions) HHO gas. The cell was made of 7 plates placed in series
The reaction taking place during electrolysis at the two with 1/8” thick neoprene gaskets placed alternately
electrodes is stated below. between them forming 6 electrolytic compartments. A hole
was drilled in each steel plate for transfer of electrolyte to
Cathode (reduction):
each compartment. The support plates were placed on both
2 H2O(l) + 2e− → H2(g) + 2 OH-(aq) (2) sides providing inlet and outlet ports to the cell. Two inlet
ports for electrolyte entry were provided on both plates
Anode (oxidation): while one outlet for HHO exit was provided on one of the
4 OH- (aq) → O2(g) + 2 H2O(l) + 4 e− (3) plates. Before cell assembly, plates were conditioned to
remove layer of oil and dust. The following steps were
Overall reaction: followed to condition the plates:
2 H2O(l) → 2 H2(g) + O2(g) (4)  Plates were buffed to remove dirt and paints
Flow rate of HHO gas was calculated as shown below  Plates were wiped with cotton soaked in vinegar
considering STP conditions:  Plates were wiped with cotton soaked in acetone
which removed rest of the oil
Volume of hydrogen =  Plates were then soaked in distil water and further
wiped with a clean cloth
= 0.418151L (5)  To avoid corrosion of plates during operation of
electrolytic cell, plates were passivated by soaking in
Volume of oxygen = 7% w/w of citric acid for half an hour and then left to
dry for 24 hours. This ensured a protective oxide layer
= 0.209075L (6) formation on the plate surface
When in operation after assembly, a 12V DC supply was
Volume of oxy-hydrogen per ampere per cell = 0.627 provided across two end plates providing a voltage of 2V
LPH/Amp per cell per electrolytic compartment (threshold value of 1.48V
Total oxy-hydrogen from the electrolytic cell = 0.627 [11] was always met). KOH was used as the electrolyte to
No. of water compartments Current increase conductivity of water. The HHO gas formed inside
the cell was liberated through the outlet port. Since the cell
was not designed for a vehicle, the space constraint was not
II. EXPERIMENTAL SETUP considered and a cell which could produce a range of flow
The setup broadly comprised of four components rates of HHO was designed for engine capacities upto 6.6
namely the electrolytic cell, bubbler, flash-back arrestor liters of stroke volume.
and hoses & connectors. All these components when
assembled to form the Hydro-enhancement system B. Bubbler
(HES).The system produced HHO gas which was The bubbler was typically a container of 3 liter capacity
supplemented along with gasoline to the engine. A brief half filled with electrolyte solution. HHO before passing to
description of each component of HES is given below: the engine was bubbled through the bubbler before passing
into the air intake of the engine. The bubbler served dual
A. Electrolytic Cell functions:
The electrolytic cell represented the most important  Bubbling through the bubbler trapped moisture
component of the HES. It works on the principle of
 It prevented electrolyte from the bubble
electrolysis of water to dissociate it into hydrogen and
membrane to reach the combustion chamber
oxygen. Collectively this combination of hydrogen and
oxygen is referred to as Brown‟s gas.

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 International Journal of Emerging Technology and Advanced Engineering
Website: www.ijetae.com (ISSN 2250-2459, ISO 9001:2008 Certified Journal, Volume 4, Issue 8, August 2014)
C. Flash-back Arrestor F. Engine Test Rig
The Flash-back arrestor was installed as a safety device The test rig comprised of a 4-stroke, single cylinder
in the HHO input pipe to prevent flash-back from the gasoline engine. The engine was coupled to an AC
engine from reaching the bubbler as well as the electrolytic generator with a swinging field dynamometer. The brake
cell. power of the engine was calculated by energy meter of the
generator. The air intake, fuel measuring system,
D. Hoses and Connectors
temperature measuring system, speed indicator, speed
Hoses were used to connect ports of dry cell and bubbler change throttle and electrical loading controllers were
and help in transportation of electrolyte solution and HHO provided on the test rig for facilitating experimental
to and from dry cell and bubbler. The HHO liberating hose observations. All indicator dials and digital displays were
was double looped before inletting HHO to the engine to provided on an independent panel separated from the
trap even more moisture. Connectors were installed at both engine. An air box was connected to the carburetor through
inlet and outlet ports of electrolytic cell and bubbler. Hoses a 40mm inner diameter hose. Engine specifications were as
were chosen such that they were heat resistant and shown in Table I
connectors such that they were heat and corrosion resistant.
TABLE I
E. Representation of HES ENGINE SPECIFICATIONS

All components discussed above were integrated to form Particulars Specifications

the Hydro-enhancement system as depicted in figure 1.
Engine type Four stroke gasoline engine
Number of cylinders 1
Rated output 2.2 kW
Rated speed 3000 rpm
Bore 70mm
Stroke 66.7mm
Compression ratio 10:1
Air-box orifice 12mm
diameter
Fig. 1 Schematic Representation of HES

The figure 2 depicts the snapshot of the HES. III. EXPERIMENTATION

In the present work, experimentation was categorized in
3 stages:
 Conductivity test
 Flow rate determination
 Comparison of Performance parameters of engine
with and without implementation of HES
Conductivity test was aimed at determining the
relationship between electrolyte concentration and change
in current in the circuit with passage of time. Two electric
wires forming a series circuit with a 12V battery and
ammeter with one of their ends immersed in electrolyte
bath formed the circuit for the test. The test was carried to
establish relation between different values of electrolyte
concentrations with their corresponding provided current
Fig. 2 Snapshot of HES output.

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 International Journal of Emerging Technology and Advanced Engineering
Website: www.ijetae.com (ISSN 2250-2459, ISO 9001:2008 Certified Journal, Volume 4, Issue 8, August 2014)
The motive was to add proportional amount of It can be noticed that at lower electrolyte amounts the
electrolyte as in water bath to the electrolytic cell to obtain variation in current with time is negligible, but at the
similar values of current. Flow rate of HHO liberated were highest amount of 1.75g of electrolyte in 100ml water, the
experimentally determined by varying concentrations of current is found to increase from 1.09A to 1.57A over a
electrolyte in the electrolytic cell. Also, a comparison was span of 22 minutes. Though, the experiment provided
made between theoretical flow rate values (using eq. 1) and useful information, but had limitations such as, the active
experimentally determined values. Experimental surface area of wire was low, the gap between the wires
determination was done by utilizing the property of HHO could not be accurately maintained (as the gap between two
being lighter than water. A 500ml bottle completely filled electrode plates in the electrolytic cell) and the voltage in
with water was inverted in a water bath and a pipe this case was 12V but it should have been around 1.48V
connecting HHO outlet port was inserted in the inverted [11].This extra voltage got converted to heat which further
bottle. HHO gradually occupied the upper volume of the was the cause of increasing current in the circuit.
bottle displacing water. Time required to empty 250ml of The limitations of the conductivity test were overcome
water was noted. After carrying out above mentioned by performing test on the electrolytic cell. This gave the
preliminary tests, the performance tests were performed on exact relationship between current and electrolytic
engine with and without implementation of HES (input of concentration and also a relation between electrolyte
HHO) and the results obtained were compared. concentration and flow rate of HHO evolved from the cell
Experimental readings were taken by varying electric at a particular range of current values. Since the electrolytic
loading on the coupled AC generator in steps of 0.5kW. cell had compartments which divided the voltage of 12V
Five different readings were noted from loads varying from into smaller instances of 2V per compartment, the effect of
0.5kW to 2.5kW.Two trials for each experiment were heat on current was negligible. Also, exact gap could be
carried out to ensure repeatability of results. maintained in each compartment with the aid of gaskets.
The experiment was carried out at different concentrations
IV. RESULTS AND DISCUSSIONS such as 0.5%w/w, 1%w/w, 5%w/w and 10%w/w. To
The following observations were drawn from the determine approximate flow rates at higher range of
conductivity test: concentrations, a MATLAB program which provided flow
rate, no. of compartments of cell required, current in the
 As the distance between wires changed in water circuit, active surface area of electrolyte, height of
bath, the current changed electrolyte in the cell and concentration of electrolyte upon
 Increase in current with time was more input of engine capacity and voltage of power source was
pronounced at higher concentrations developed as shown below:
 More amount of gas was liberated at the cathode
(indicating hydrogen) a=input('Input engine capacity in cc')
b=a/4;
c=a/8;
fprintf('The flow rate required varies from %d to %d\n',b,c)
d=input('Enter voltage of the power source')
e=round(d/2);
fprintf('Nunber of compartments required in the cell is
%d\n',e)
f=(b/(10.45*e));
g=(c/(10.45*e));
fprintf('Current in the circuit can vary from %d to
%d\n',f,g)
h=f/0.54;
Fig. 3 Variation of current with time
i=sqrt(h);
Figure 2 depicts the variation of current with time at j=((h/7)*25.4);
different amounts of electrolyte addition to water bath k=g/0.54;
containing 100ml of distil water. l=sqrt(k);

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 International Journal of Emerging Technology and Advanced Engineering
Website: www.ijetae.com (ISSN 2250-2459, ISO 9001:2008 Certified Journal, Volume 4, Issue 8, August 2014)
fprintf('Active surface area of electrolyte required varies A. Performance Characteristics
from %d to %d\n',h,k) Performance characteristics which were considered are
z=((k/7)*25.4); as follows:
fprintf('According to HES cell height of electrolyte should
be between %d and %d\n',j,z)  Brake thermal efficiency vs. Brake Power
if(b>54.47 && b<74.404)  Engine Speed vs. Load
m=((b-40.546)/33.858);  Brake Specific Fuel Consumption vs. Brake
end Power
if(b>74.404 && b<138.567)  Volumetric efficiency vs. Brake Power
m=0.06234*b-3.61547;  Mechanical efficiency vs. Brake Power
end It was observed that Brake thermal efficiency with
if(b>138.567 && b<165.789) gasoline as fuel varied from 1.84% to 5.84% upon varying
m=0.18367*c-20.451; electrical load from 0.5 to 2.5kW, whereas after
end introducing HHO, it varied from 1.88% to 5.88% for
if(c>54.47 && c<74.404) similar loading conditions. Figure 3 shows the variation of
o=((c-40.546)/33.858); Brake thermal efficiency with Brake Power.
end
if(c>74.404 && c<138.567)
o=0.06234*c-3.61547;
end
if(c>138.567 && c<165.789)
o=0.18367*c-20.451;
end
fprintf('w/w percent concentration of electrolyte should be
between %d and %d\n',m,o)
For instance, for a 500cc engine with 12V power source the
following output is obtained:
Input engine capacity in cc500
a =500
The flow rate required varies from 125 to 6.250000e+001
Enter voltage of the power source12 Fig. 4 Brake thermal efficiency vs. Brake power

d = 12 Brake thermal efficiency increases with increase in

nunber of compartments required in the cell is 6 brake power as it is proportional to Brake Power. This can
be attributed to the fact that the presence of hydrogen
current in the circuit can vary from 1.993620e+000 to releases more energy during the process of combustion
9.968102e-001 which in turn increases brake mean effective pressure
Active surface area of electrolyte required varies from inside the combustion chamber. Increase in mean effective
3.691890e+000 to 1.845945e+000 pressure causes an increase in Brake Power. Thus, more
According to HES cell height of electrolyte should be work is done on the piston which results in increased Brake
between 1.339629e+001 and 6.698143e+000 Power of the engine. Earlier investigators [4] have reported
w/w percent concentration of electrolyte should be between similar findings in their work on use of gasoline and HHO
4.177030e+000 and 6.484140e-001 blend.
Further, the performance tests on engine were compared
with and without implementation of the HES as discussed
in the next section.

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 International Journal of Emerging Technology and Advanced Engineering
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Fig. 5 Engine Speed vs. Load Fig. 6 BSFC vs. Brake power

Engine speed varied from 2262rpm to 2497rpm upon The reduction in BSFC can be due to uniform mixing of
varying load from 0.5 to 2.5kW using gasoline as fuel, hydroxy with air (high diffusivity of hydroxy) as well as
whereas, after blending HHO, the speed varied from oxygen index of hydroxyl gas which assists gasoline during
2640rpm to 2520rpm under similar loading conditions. combustion process and results in better combustion. Since
This can be attributed to the fact that, with HHO and HHO gains a high flame speed and has wide flammability,
gasoline combination, higher engine power is produced. the addition of hydrogen enables the fuel to burn
Due to better combustion, Indicated Power increases completely at high speed conditions. This interpretation is
leading to more chemical energy being converted to power in accordance with that reported by other researchers [4].
(engine speed).Similar trend has been reported by In a conventional engine, volumetric efficiency should
investigators who have worked on gasoline and HHO always be less than 100% because the volume of fuel vapor
combination [4]. (HHO and gasoline in this case) will displace some
On using gasoline as fuel, the Brake Specific Fuel incoming air.
Consumption (BSFC) varied from 4.6kg/kWh to
1.45kg/kWh while varying electric loading from 0.5 to
2.5kW, whereas, with gasoline and HHO combination,
BSFC varied from 4.5 to 1.41 at similar loading conditions.
This is due to the fact that, by introducing HHO, less
fuel was required for same kWh of energy consumption. It
is seen that at 0.5kW of load, 107.5g less fuel was
consumed on blending HHO to gasoline. The BSFC is
found to decrease with increase in speed due to reduced
time for heat loss during each cycle. Similar trends have
been reported by investigators who have worked on
naturally aspirated diesel engine[12].

Fig. 7 Volumetric efficiency vs. Brake power

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 International Journal of Emerging Technology and Advanced Engineering
Website: www.ijetae.com (ISSN 2250-2459, ISO 9001:2008 Certified Journal, Volume 4, Issue 8, August 2014)
Systems with carburetor add efficiency. On using HHO gas has been generated by electrolysis with the aid
gasoline as fuel, the volumetric efficiency varied from of electrolytic cell. The generated gas is mixed with fresh
42.72% to 60.74% while varying electric loading from 0.5 air just before it enters the carburetor. The following
to 2.5kW, whereas, with gasoline and HHO combination, conclusions can be drawn from the present work upon
volumetric efficiency varied from 42.43 to 60.19% at comparing performance with and without implementation
similar loading conditions. of HES:
Volumetric efficiency decreases because the fuel will  Brake thermal efficiency of the engine increases in
immediately start to evaporate and gasoline vapor and the range 0.64% to 4.56%.
HHO will displace incoming air. Multi-point injectors  Engine speed increases in the range 0.69% to
which add fuel at the intake ports will have better 1.34%
efficiency because no air is displaced until after the intake  BSFC of engine decreases in the range 0.47% to
manifold. The fuel vapor pressure in the intake system 3.63%, also, 29.4ml to 107.5ml less fuel was used
should be below 1% and 10% of total pressure when to produce 1kWh
gasoline type liquid fuel is used. When HHO and gasoline  Volumetric Efficiency of the engine decreases in
are used, the fuel vapor pressure exceeds 10% of total the range 0.61% to 1.86%
vapor pressure. Alternative to this is operating the inlet  Mechanical Efficiency of the engine decreases in
manifold at lower temperature to prevent any vaporization the range 1.63% to 3.01%
as explained by author in his book, „Internal Combustion
Engines‟ [13]. The present work involved implementation of the HES
On using gasoline as fuel the Mechanical Efficiency without any modification to the engine test rig and
varied from 13.55% to 42.52% while varying electrical performance characteristics were analyzed. It can be
loading from 0.5 to 2.5kW, whereas, with gasoline and concluded that introducing HHO in the engine reduces fuel
HHO combination, Mechanical Efficiency varied from consumption and improves performance of the engine.
13.15% to 41.51%. The Mechanical Efficiency increases Further performance enhancement can be possible in
with increase in Brake Power as they are directly electronic fuel injected engines by incorporating electronic
proportional to each other. However, on introducing HHO, monitoring components [6] or varying spark ignition
the mechanical efficiency increases because of increase in timings in carburetted engines [15] as proposed by other
friction between piston and cylinder as a result of increased investigators.
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Fig. 8 Mechanical efficiency vs. Brake power
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 International Journal of Emerging Technology and Advanced Engineering
Website: www.ijetae.com (ISSN 2250-2459, ISO 9001:2008 Certified Journal, Volume 4, Issue 8, August 2014)
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