Stanley Meyer and water cars

Stanley A. Mayer was born 24 Aug. 1940 in USA. He has invented a combustion engine modification allowing a car to run on water. He has patented parts of the conversion system in Canada as he progressed.

• 2067735 WATER FUEL INJECTION SYSTEM
• 1235669 CONTROLLED HYDROGEN GAS FLAME
• 1233379 HYDROGEN GAS INJECTOR FOR INTERNAL COMBUSTION ENGINE
• 1234774 HYDROGEN GENERATOR SYSTEM
• 1234773 RESONANT CAVITY HYDROGEN GENERATOR THAT OPERATES WITH A PULSED VOLTAGE ELECTRICAL POTENTIAL
• 1231872 HYDROGEN INJECTION SYSTEM
• 1228833 GAS ELECTRICAL HYDROGEN GENERATOR
• 1227094 HYDROGEN/AIR AND NON-CUMBUSTIBLE GAS MIXING COMBUSTION SYSTEM
• 1213671 ELECTRICAL PARTICLE GENERATOR
• 502167 BEAD MACHINE

He was found dead on 21 Mar. 1998 in the parking lot of a restaurant in his hometown of Grove City, Ohio. The official verdict on the cause of his death was aneurysm.

Stanley Mayer claimed to have invented a system for a combustion engine allowing it to run on water. He was not the first one and he was not the last one. After I had seen this video http://www.youtube.com/watch?v=a74uarqap2E&feature=related It struck me that Stan was no crook. No pomp, no bells and whistles, no big money behind him and his garage equipment a loud witness to a long and creative stretch of inventive activity. Therefore I approached the story as a truthful one, meaning that his system worked.

 HOW?

 First Google hit brought a rather demeaning and discrediting blurb: http://en.wikipedia.org/wiki/Stanley_Meyer's_water_fuel_cell

It's author and the “scientific” community claim that the invention is impossible because it violates the law of thermodynamics and that Stanley Meyer was a fraud. Yet there are people who run their vehicles based on Stanley Mayer’s invention while are reading this. http://www.waterpoweredcar.com/

The law of thermodynamics is man made, rather than God or Nature made and it might apply if Stan’s engine was running on the cell produced hydrogen/oxygen alone. Stanley Mayer claimed to have invented a high efficiency electrolysis cell, but many other water car and bike inventors do not have such special sells, so there has to be some other principle at work. I personally do not have much faith in "less in than out" when it comes to electrolysis, even though there may be methods to achieve that. I just am not familiar with such possibilities to a sufficient detail. The major glitch in the “expert“ opinion is that experts singled out Stan's fuel cell (the electrolysis unit) as the crucial part of the modification. Yet Stanley’s dune buggy did not depend on hydrogen/oxygen supplied by water electrolysis alone.

The Wikipedia blurb contains two claims, which caught my attention.

• Stanley used an onboard hydrogen/oxygen electrolysis cell (he called it a fuel cell).
• He used water mist injection into his engine.

Those two facts had instantly lead me to the principle of water forsage, which works with any combustion engine. The performance of diesel, alcohol or gasoline engines, 2 stroke as well as 4 stroke, can be enhanced by introduction of water mist into the air intake or directly into the cylinders. The water mist ads a liquid filler, which evaporates when the fuel burns. The vapor adds to the pressure in the cylinder while internally slowing and cooling the combustion process. It also serves as an excellent anti detonator doing a much better job than any poisonous led compounds ever did. http://en.wikipedia.org/wiki/Water_injection_(engines)

I have been aware of the phenomenon of water forsage since I was 16. I observed it on a very basic then East German 1/2 HP 2 stroke Tumler outboard engine (circa 1960 – 1980) which, when mounted low on a canoe, would draw off spray from the propeller shaft into its air intake as long as the wind was right. After I have moved to Canada, I found out that it is a fairly known principle and that Edmund Scientific used to sell conversion kits till some twenty years ago (1985?). Thus, I’ve got a solid confirmation of my plain observation at that time.

Commercially built water forsage units claimed to yield between 10 - 20% improvement in mileage, but they of course still depended on gasoline or other hydrocarbon fuels. Going from there, I figured out that the only possibility to run an engine on water alone would have to lie in the fuel grade difference between fossil fuels and hydrogen. In other words if hydrogen combustion yields substantially more energy per lets say 1 kg, than combustion of gasoline, it will work.

Wikipedia search gave me the numbers. http://en.wikipedia.org/wiki/Gasoline#Energy_content http://en.wikipedia.org/wiki/Hydrogen

I had to crunch the numbers a bit because Wikipedia states the gasoline energy in MJ/Kg (Mega Joules/Kilogram) while it states hydrogen energy content in kJ/mol (kilojoules/mole). A good enough calculation can be executed from the math procedure available at http://chemistry.about.com/od/workedchemistryproblems/a/molegramconvert.htm and as a 6th grade math, it is a piece of cake :-)

I found out that hydrogen has over 6.5 times the energetic content (BTU, Cal, Joules) per kilo than gasoline. Bingo! That's why rockets use preferably hydrogen.

Hydrogen will evaporate about 6.5 times more water mist than gasoline kilogram per kilogram. Pressure in gas to volume follows square law on expansion and inverse square law on compression. Therefore, if a given amount of water forsage in a gasoline engine yields average 15% efficiency increase upon evaporation, the 6.5 times more water mist injected into the cylinder run on hydrogen kilo per kilo will raise the pressure 6.5 times squared = 42 times. 42 x 15% = 633% efficiency increase (please do not confuse with unity). This is a very rough math, but it yields good enough proportion to understand that the difference is huge.

Next thing is, that gasoline engine uses air for oxidation of the fuel. Air contains roughly 80% nitrogen, which is already a gaseous inert filler. It has to be compressed and it expands back only with the square of temperature starting at 0 Kelvin, and it does very little in the engine for pressure increase. It pretty much only takes up the volume in the cylinder, which could be otherwise utilized by the fuel like hydrogen – oxygen - cold steam mixture. Since expansion of gas to pressure as well as to temperature (in Kelvin) follows inverse square law. Heating nitrogen from ambient 293 K to some 1700 K will increase the Nitrogen pressure only about 8 times.

Liquid water [cold steam, water mist only when completely evaporated] will expand about 1245 times upon evaporation at ambient atmospheric pressure. This is 8 [nitrogen] to 1245 [water] = roughly 156 times more gas pressure from evaporated water at 373 K than from thermal expansion of nitrogen at 1700 K. http://encyclopedia2.thefreedictionary.com/Cubic+meter+per+mole. Evaporation of liquid water in an almost 100% efficient environment of the combustion chamber is appallingly more efficient process in creating pressure in a cylinder than heating up of any gas. Combustion of hydrogen and oxygen is actually somewhat detrimental to creation of pressure inside the cylinder, because you burn 2 molecules of hydrogen and 1 molecule of oxygen to produce only two molecules of water vapor. But it yields enough thermal energy to evaporate a lot of water mist, or cold steam, actually 6.5 times more than gasoline fuel all other parameters remaining the same.

So, Stanley Meyer’s engine does have a sound working principle answering the question: “HOW?” It has to work, and it has to work without a need for any special electrolytic cells. Two electrodes and DC through a somewhat salty water will do.

• No VOCs
• No nitrous oxides
• No money to burn except for lubricating oil, which would last incomparably longer because the engine would run much cooler inside the cylinder than gasoline engine and no carbon contamination of the engine oil, which could be replaced by cooking oil.
• No environment devastation during the crude oil extraction.
• No tanker disasters

Conclusion

• Stan Mayer's engine is a water forsage engine using a substantially higher grade fuel [hydrogen and possibly oxygen] than gasoline, diesel, or any other hydrocarbon fuel / water forsage engine system. It allows for use of much lower ratio of fuel i.e. hydrogen / oxygen [H/O] / filler [water mist]

• The system may avoid intake of the rather useless gaseous oxygen / nitrogen [air] mixture, where nitrogen just about only displaces the working volume, which could be otherwise utilized by hydrogen / oxygen / water mixture, which may enter the cylinder. The water mist from injectors has a rather large water drop size and can be replaced by cold steam. There are many advantages to a cold steam system:

1. Cold steam drop size is substantially less than any injected drop size.
2. It takes less energy to evaporate freshly condensed water than well established liquid water.
3. Cold steam, as opposed to water mist does not foul up regular spark plugs and therefore does not require specials like Stan Meyer system.
4. Because of point three, the car can use its standard ignition system.
5. Cold steam is easier to evaporate and does not leave liquid water in the cylinder, which turns the engine lubricant into an oil / water emulsion sludge, fouling up the lubrication system and the cylinder.
6. Cold steam system is much more self automatic. Increase in H/O production increases combustion rate and production of cold steam in a closed loop and only the cooling of the exhaust vapor has to be somewhat regulated. Water mist requires extra engine system parts and alteration i.e. rust proof injectors and injector pump, injection regulation, water [fuel] tank, water [fuel] pump, special ignition system, oil dehydration system and still a relatively large water [fuel] tank.

• This brings us to Daniel Dingle water car. An anecdotal note mentioned in some report [forgot who and where] stated that Dingle car exhaust runs back to the intake. This would indicate that Daniel Dingle recycles the exhaust water vapor. Disregards all rhetoric and speculations elsewhere, the exhaust vapor becomes cold steam after cooling. Part can be diverted to the electrolysis cell as a re-source of water for the [H/O] fuel source, while the bulk re-enters the engine through the intake to be re-evaporated by the H/O from the cell. This eliminates atmospheric nitrogen [an inefficient filler] out of the process. The engine can then work with 100% cylinder volume for the cold steam and H/O mixture, rather than with 20% cylinder volume with air mixtures.

• Problem with H/O mixture volatility can be rectified by utilizing Brown's gas generator for the electrolysis unit. Brown's gas would allow for safe onboard storage of the H /O mixture for startups and may be for hard acceleration. Such a system would require only a small water tank, if any, to make up for leakage in the system. It would only require on demand regulation of electrolysis power plus the addition of stored H/O on demand, plus the mentioned cooling regulation.

• There is no need for special circuitry for electrolysis as such. Pulsing and any special circuitry would help for good regulation of the engine operation, but it is not absolutely essential.

• Stan Meyer's special electrolysis may have been a decoy to throw the potential duplicators off and it may have been an electrolyses efficiency booster. Same goes for Daniel's dingle concentration on the electrolysis cell in his demonstrations, obfuscating the real principle behind water run cars. Herman P. Anderson goes as far as to claim making deuterium in his cell allegedly being the key element in his setup. http://waterpoweredcar.com/herman.html . All these are smoke and mirrors to distract and protect the secret of the invention for the wishful commercial utilization.