In late eighties I would learn that a boy genius in California learned to make hydrogen from water efficiently with a twelve volt battery and standard auto electrical system, during 1970s. Around 1990, my machinist neighbor built a hydrogen generator that did not work due to defects in plans boy genius had drawn up in prison when he was no longer a boy.

My neighbor was not interested in correcting defect when it was discovered and I was only a bit disappointed. My father was a hobby style inventor and he gave me a good idea for a cheaper and much more effective 12 volt hydrogen generator. I never got around to building it and decided there was no point in separating oxygen and hydrogen after splitting water.

Because hydrogen and oxygen have opposite electrical charges, they readily recombine as a compound I call hydrox. The man who discovered this gas and fooled with it to make underwater welders and cutting torches, named gas after himself, so hydrox is also known as Brown’s gas. Simply put, hydrox is an oxygenated fuel, which means it burns hotter and faster than a non oxygenated fuel. In WWII Germans used hydrogen peroxide as a liquid rocket fuel. H2O2 is a super oxygenated fuel, highly caustic, corrosive and dangerous to work with. Hydrox, however, is no more corrosive than water. Flat plate electrodes one sixteenth inch apart, made of stainless steel will last a long time if clean water is used. Clean water can be had from relatively inexpensive filters which can be carried on a vehicle. Having a good filter can also help supply one with potable water when clean water no longer flows from pipes at home.

Big Energy talks only about a hydrogen economy - using expensive technology to manufacture a product that can be made inexpensively by anyone who wants it. The idea of water power is far too democratic to control. The rain falls both on just and unjust. If people put water in their fuel tanks and make enough fuel with a few watts of electricity that then makes kilowatts or megawatts of power in a combustion engine, who will buy hydrogen at fueling stations? Most Americans buy water cheaply compared to its value because of its relative abundance. In U.S. it is usually cheaper to buy than to collect, store or drill for. Dry nations only need water pipelines from neighboring wet nations. Seaside countries can desalinate and filter sea water and pipe where needed. How can corporate fascists gain control of water? Only by convincing everyone we need their new technology.

The traditional multi circuit carburetor is not required for vapor fuel, but is less expensive than producing new twin circuit carburetors designed specifically for vapor fuel. All carburetor air vents should be plugged so engine vacuum signals draw only from unvented carburetor fuel bowl, which is connected to fuel bubbler in tank or racing fuel cell. The fuel float and needle valve assembly is removed. Any accelerator pump is removed and enrichment hole is plugged. In carburetors that use vacuum power valves, such can be used to fine tune vapor flow according to vacuum signals. The idle circuit must retain adjustment from barely open to wide open.

Rod and jet enrichment systems such as used on Carter and Rochester carburetors can also be used to fine tune vapor mixtures. Go as lean as you can without engine stumbling under load on power circuit and richen slightly for best throttle response. If max power metering is sufficient with selected main jets, which flow much more vapor than liquid, we can regulate maximum fuel supply by means of an adjustable valve in supply line. Start fast burn engine with idle mixture screw open wide and quickly close it after engine starts. Back adjustment screw off one turn after you stall engine for lack of idle fuel. Too much idle fuel could melt engine parts as easily as too much fuel in power circuit. If we never meter more fuel than can burn in half a power stroke, we avoid meltdown while maximizing power and fuel economy, minimizing exhaust emissions. With fast burn, we want to retard initial spark timing to between sixty and eighty degrees after top dead center. On a V-8 we can move each wire in distributor cap forward one position on cap in direction of rotor rotation. This will retard timing 90 degrees from standard initial timing. A timing light on number 8 cylinder will allow you to set initial timing with stock timing marks. Setting number 8 cylinder for ten degrees advance would have number one cylinder firing at 80 degrees after top dead center. 20 degrees advance would have number one firing at 70 degrees ATDC, etc. An aftermarket timing tape, when available, is another way to accurately set spark timing. Otherwise, one can remove crankshaft dampener or pulley with timing marks, measure circumference, divide by 4 and mark at 90 degrees ATDC, 85, 80, 75, 70, 65, and 60 degrees. Marking all way back to 30 degrees ATDC is a good idea. This is most advance likely practical for max fast burn power and allows one to check for total mechanical or electronic spark advance. Optimum timing for best performance and economy, like fuel mixture, must be worked out by road testing converted vehicle.

Fully vaporized fuel is likely to be combustible over a wide range of air/fuel ratios. As a safety precaution it makes sense to install a PCV valve or something similar. Should a timing chain let go or an intake valve bend, we don’t want fire in intake manifold to find its way back to our bubbler and explode it. Better that a fuel supply line disconnect or rupture under hood from combustion back pressure.

The bubbler where our vapor is made by engine vacuum, is a modified fuel tank or racing fuel cell. Our tank/cell must be vented to atmosphere. We want our air pick up filtered with something like a lawnmower air filter and mounted higher in or outside vehicle, than outside of fuel filler tube, which is most convenient place to tap our tank/cell for a very rich vapor.

On typical fuel tank, our air vent can be easily installed where original fuel supply line attached. We want another PCV valve near our air supply filter to seal tank from atmosphere when vehicle is not running and tank/cell is pressurized by atmospheric heat. Gas expansion in our tank now moves fuel through carburetor into intake system, where it allows instant starts, as with fuel injection.