the new fuels with magnecular structure - Institute for Basic Research

12 RUGGERO MARIA SANTILLI
Figure 5. Summary of comparative measurements combustion exhaust of the new magnegas
fuel (described in Section 3 below), natural gas and gasoline conducted at the EPA accredited
automotive laboratory of Liphardt & Associated of Long Island, New York in 2000 (see for
details the website http://www.magnegas.com/technology/part6.htm). As one can see, contrary
to popular belief, under the same conditions (same car with same weight used with the same
computerized EPA routine, for the same duration of time), natural gas exhaust contains 61%
“more” hydrocarbons, about 41% “more” green house gases, and about 200% “more” nitrogen
oxides than gasoline exhaust.
at sixty three times the cost of natural gas, a very high cost that is a reflection
of the low efficiency of the available processes for hydrogen production.
But, unlike magnegas and natural gas, hydrogen cannot be significantly carried
in a car in a compressed form, thus requiring its liquefaction that is very expensive
to achieve as well as to maintain. Consequently, simple calculations establish that
the actual cost of hydrogen in a liquified form for automotive use is at least 200
times the cost of fossil fuels,
There is no credible or otherwise scientific doubt that, under the above generally
untold large problems, hydrogen has no realistic chance of becoming a serious
alternative for large use without basically new technologies and processes.
The above refers to the use of hydrogen as an automotive fuel for internal combustion
engines. The situation for the use of hydrogen in fuel cells is essentially
the same, except for different efficiencies between internal combustion engines
and fuel cells that have no relevance for environmental profiles.
A possible resolution, or at least alleviation, of these problems is presented in
Section 5.