the new fuels with magnecular structure - Institute for Basic Research

THE NEW FUELS WITH MAGNECULAR STRUCTURE 65
2) the disabling of the oxygen sensor because magnegas has about 20 times
more oxygen in the exhaust than natural gas, thus causing erroneous readings by
the computer set for natural gas; and
3) installing a multiple spark system to improve magnegas combustion.
The rest of the vehicle was left unchanged, including its computer.
Comparative tests on performance (acceleration, full load, etc.) have established
that the output power of the vehicle operating on compressed magnegas is
fully equivalent to that of the same car operating on compressed natural gas.
Comparative tests on consumption also indicate similar results. In fact, measurements
of magnegas consumption per hour in ordinary city driving were conducted
with the following results:
Tank capacity:
Total duration:
Consumption:
1,096 cf at 3,500 psi,
about 2.5 hours,
about 7 cf/minute.
(4.6)
As one can see, a magnegas pressure tank of 1,500 cf at 5,000 psi would provide a
range of about 4 hours, which is amply sufficient for all ordinary commuting and
travel needs. Measurements of magnegas consumption rate per mile on highway
are under way, and they are expected to yield essentially the same results holding
for natural gas, namely,
Gasoline gallon equivalent: 120 cf of magnegas. (4.7)
Preliminary measurements of magnegas combustion exhaust were conducted by
the laboratory National Technical Systems, Inc., of Largo, Florida, resulting in
the following exhaust composition under proper combustion:
Water vapor: 50% – 60%,
Oxygen: 10% – 12%,
Carbon dioxide: 6% – 7%,
Balance:
atmospheric gases,
Hydrocarbons, carbon monoxide,
nitrogen oxides:
in parts per million (ppm).
(4.8)
Detailed magnegas exhaust measurements were then conducted at the EPA
Certified, Vehicle Certification Laboratory Liphardt & Associates of Long Island,
New York, under the Directorship of Peter di Bernardi, via the Varied Test
Procedure (VTP) as per EPA Regulation 40-CFR, Part 86.
These EPA tests consisted of three separate and sequential tests conducted in
November 2000 on a computerized dynamometer, the first and the third tests