Hello to all, who have already tried and installed an HHO electrolizer into a car with a fuel injection system
I want to install an HHO device into my old Volkswagen Golf 3 car.

It is an automatic transmission car with 75 PS and a Bosch Mono Jetronic fuel injection system.


Since I am not such a "autonut builder",
but want to test it , how much really such a HHO Elektrolyzer will help to reduce the fuel usage, I would like  to inquire whether someone knows,
where one introduces best the detonating gas with a Golf3, without one must change anything at the oxygen sensor.


I telephoned yesterday with a friend, who is been versed with cars and he meant, I would have in my VW Golf 3 a Bosch mono Jetronic fuel injection system...

So, how can one build it best, in order to introduce the HHO gas there?

Generally I have also have one in principle question in addition...

How is the fuel usage to become lower, if the oxygen sensor with electronics measures the necessary gasoline quantity and afterwards the injection gasoline controls?

If one introduces the HHO gas thus behind the oxygen sensor, thus directly at the aspirating connecting piece then, then the engine gets still exactly the same much gasoline, since we did not change the oxygen sensor. What does  then the additional HHO do ?

Can one drive then  with lower number of revolutions with more power ?

Actually one would have to "hack" also the oxygen sensor electronics, so that there would be fewer gasolines injected, right ...?

Thus everything looks very complicated with fuel injection systems and therefore I ask myself whether it will be at all beneficial
 to try it with fuel injection systems in an engine?

Thank you very much  in advance.

Regards, Stefan.

You will also want to check here for his post about it.  I think I remember him saying that there is some errors in the method.  On that note I had a few questions and maybe zero will post more here about it.  I have 3 O2 sensors in my truck 1 off each exhaust manifold and one off the catylitic converter.  I was wondering what I may have to do to adjust those.  I do have a program from www.digimoto.com that monitors the computer and puts up a nice graphical interface so you can see exactly what the o2 sensors are reading. the program was relatively inexpensive compared to it's versitality.  I will try to get maybe some video of it in action monitoring the o2 sensors.

Biggest part I worry about with this is under no load an during load the o2 sensor voltage will vary?  Or since the hho would be a constant, you just have to offset for that differnece.

Biggest part I worry about with this is under no load an during load the o2 sensor voltage will vary?  Or since the hho would be a constant, you just have to offset for that differnece.

actually to really see how the o2 sensor is working you should hook up an air/fuel gauge. running at idle or just past, the gauge is bouncing back and forth like crazy.. but when you put a load on it, the gauge stays closer to stoich.. when you floor it.. it goes to rich..

that is where having an air/fuel gauge hooked up would come into play.. on the bypass circut for the computer you could have a potentiometer and adjust it for the readout on the air/fuel gauge under load..

 your concern is a good one though

My understanding is to inject the HHO into the air intake manifold, this would simplify the connection, typically the Mass airflow sensor (MAS) is located there and it is connected to the engine manifold and air filter by a plastic duct. you can drill a hole there (before the MAS and after the air filter), and put a connector in for the HHO gas inlet. put this close to the MAS unit.

The other thing is what IronHead has mentioned above. This is of course for HHO assist system.

You want to  connect the HHO line directly into the intake plenum  away from the break booster as much as possible .Use 1/2" or 5/8"  vacuum hose to do this .Other types of hose will collapse.

Yes I use  this electronic re-curve system (EFIE) and the DirectHit boosters on my 2000  4.0 Fuel Injected Cherokee . The power increase alone is well worth it. As far as the MPG  savings  that all depends on your Cell design and Alternator type. I use this type of alternator for very high full time loads  , I use up to 100 amps 24VDC in my Cells . These are PWM controlled  from 0 to 100 amps  at 24 volts and are connected to the throttle via 5k pot to the controller  but you dont need to go that far.

High end alternator link

http://www.electrodyne.com/index.html

I use this type of alternator for very high full time loads  , I use up to 100 amps 24VDC in my Cells . These are PWM controlled  from 0 to 100 amps  at 24 volts and are connected to the throttle via 5k pot to the controller  but you dont need to go that far.

High end alternator link

http://www.electrodyne.com/index.html

That brings up another Idea I had that would prob be a ways down the road as I have yet to build the generator big enough and efficient enough.  But anyways I was thinking, for alternators,  what do you think about 2 alternators frame mounted in the drive shaft area and belt driven from the power of the drive shaft (my car is a truck) and some sort of switching unit that turns them on during decelleration.  If my thinking is correct, this would use the inertia of the vehicle to turn the alternators, thus reduceing the load applied to the engine.  It should also assist in reducing wear on the brake system as they should put a load on the driveshaft thus helping it to slow down? 

you will not produce enough HHO to pump into the engine it will never pressurize as long as the engine is running , you pull the HHO off via engine vacuum.When your engine is running your Cell is under constant vacuum. Even though the vacuum drops there is still enough to draw in the HHO. It has yet to be determand if more HHO is produced under high vacuum though it appears that way . Does not matter really if your just getting started in this and want to get some fuel millage enhancement. Just Build It , install it and go from there.

EDIT for my lack of proper reading.