Fuel From Water

Hydrogen Fuel Cells for the 21st century!

Fuel from water! Fact or Fiction? Fact!

FACT! Water can not burn unless the atoms that make up water are split into gas. A very simple Process!

Learn how to build an electrolyzer fuel cell. We will teach you how to get fuel from water and with that information
you can learn how to run any gasoline engine on water, it's a very simple process. The amount of gas that is
output will depend on the proper construction of the cell itself. You can also use hydrogen to cook with or help
heat your home.

A customer who bought our plans quickly put together a small Fuel Cell Unit. Using an 8 oz glass of water he had
enough hydrogen to power his Bunsen burner many days! He was amazed that he could get that much energy from
just one glass of water.

The fuel cells are easy to build from supplies you can find in your home or at any hardware store in your area.
We do not store the Hydrogen and oxygen in large containers, we use it on demand, we make it as it is needed
which makes using these fuel from water cells safe to use.

motor water fuel/motor bahan bakar air

Salah satu ide anak bangsa yang patut ditindaklanjuti oleh pemerintah disaat bahan bakar bensin yang semakin susah dan harga yang semakin melangit.

Sudah banyak yang tahu Voll Yohanis Bosco meriset Suzuki Smash berbahan bakar gabungan air dan bensin. Temuan pria asal Palu, Sulawesi Tengah ini fantastis dan mengundang banyak pertanyaan. Bagaimana bisa air disulut api busi dan menghasilkan ledakan yang ditransfer jadi energi gerak?

STEP1 OPLOS BENSIN DAN AIR

Langkah pertama ini memang bikin kaget. Bensin kok dicampur air. Gimana bisa homogen atau menyatu? “Memang secara fisik tak senyawa, tapi secara kimiawi bisa senyawa,”jelas Voll Yohanis Bosco yang ditemui di Gelar Teknologi Tepat Guna di Manado Convention Center.

Bensin rumus kimianya C8H12 dan air (H2O) dicampur dengan perbandingan 1:4. Hitungannya 1 liter bensin bisa dicampur 4 liter air. Artinya 80% air dan 20% bensin.

STEP2 DITUANG KETANGKI

Seperti nggak percaya kalau dari omongan doang. Pria beken dipanggil Boy itu langsung praktik sendiri. Menuang campuran bensin dan air ke dalam tangki bensin asli Smash. Namun telah dimodif dengan tutup model ulir biar lebih rapat. Cuuur… baru deh dituang dan ditutup rapat.

Menurut pegawai negeri sipil (PNS) yang bekerja di Radio Republik Indonesia RRI, Palu, Sulawesi Tengah ini, harusnya benar-benar sempurna dan tidak berkarat. Tangki motor harus terbuat dari fiber atau stainless steel.

STEP3 DIHIDUPKAN

Begitu mesin distarter, udara murni ( tanpa uap bensin ) dari karburator masuk menuju ruang bakar. Sebelum fungsi karbu sebagai pengabut bensin dinon-aktifkan. Maksudnya yang dipakai hanya skepnya saja untuk mengatur debit udara.

Berbarengan dengan udara masuk ruang bakar, campuran bensin dan air dari tangki dialirkan lewat pipa kecil menuju reaktor. Volume campuran bensin-air diatur dengan keran “Hanya dibuka sedikit, ” jelas Boy.

Reaktor seperti tabung berbentuk pipa, tapi lebih besar dari slang bahan bakar. ” Nah, di reaktor ini dihasilkan uap bensin yang dialirkan menuju ruang bakar lewat intake manifold (leher angsa), ” sebut Pak Boy.

Akhirnya uap bensin dan udara bertemu diruang bakar dan dikompresi piston. Selanjutnya dipantik api busi dan terjadilah pembakaran. Mesinpun hidup lewat siklus 1 ini.

STEP4 POLUTAN JADI BAHAN BAKAR DAUR ULANG

Setelah mesin hidup menghasilkan gas buang hasil pembakaran yang berupa polutan CO (karbon monoksida) dan CO2 (karbon dioksida). Lalu dari lubang buang dialirkan menuju reaktor. Polutan itu bereaksi dengan air (H2O) di dalam reaktor dan menghasilkan gas CH4 atau metane.

Metane mempunyai sifat uap bensin. Untuk daur ulang dialirkan menuju ruang bakar lewat intake manifold. Campur dengan udara diruang bakar. Dikompresikan dan dipantik api busi. Akhirnya terjadi pembakaran dari siklus 2.

Energi untuk menjalankan reaktor diambil dari panas gas buang yang mengakibatkan pembakaran menjadi efisien. Apalagi bila tabung reaktor sudah mencapai suhu 150-200 derajat celcius, baru deh mesin bisa hidup normal dan sanggup bergasing tinggi.

“ Memang pada awal starter masih mbrebet. Maklum metane di dalam tabung reaktor masih dalam proses pembuatan, “ jelas pria yang masih banyak merahasiakan isi reaktornya ini.

Jadi, reaktor punya dua fungsi. Selain menghasilkan uap bensin untuk pembakaran, juga mengubah polutan jadi metane.

STEP5
GAS BUANG RAMAH LINGKUNGAN

Kala mesin dingin, knalpot dari tabung reaktor keluar bintik-bintik air dibarengi mesin yang masih mbrebet. Ketika mesin sudah panas yang keluar dari knalpot hanya oksigen atau O2.

“ Sangat ramah lingkungan. Hanya air (H2O) dan oksigen (O2), “ aku pria yang tahun depan akan meriset kembali sepeda motor 100% berbahan bakar air. (BBA). Artinya bukan lagi campuran bahan bakar minyak (BBM) premium dan air.

250GP replacement to be unveiled Saturday

The four-stroke replacement for 250cc two-stroke racing will be unveiled at the Grand Prix de France this weekend. It's expected that the class will be replaced by 600cc four-stroke prototypes. The rules will be presented in proposal form, then considered by both the International Race Teams Association and Motorcycle Sport Manufacturers Association and should be finalized June 8 at the Catalunya GP. The new rules could be implemented as early as 2010.

Despite heavy opposition from KTM and Aprilia, it's expected that the rules change will pass. To allow those companies time to adapt (companies who have significantly more experience racing two-strokes than four), it's expected that there will be a one-year moratorium on new teams entering the class, taking effect once the rules are implemented. Check back Saturday for full details.

250GP replaced with four-stroke 625-650cc inline-fours

Dorna unveiled its proposal for a four-stroke replacement for the 250GP class today. If it gets its way, 250cc two-strokes will be replaced by four-strokes of between 625 and 650cc in 2011.The capacity was chosen to protect World Supersport racing. With the aim of keeping costs down, further rules dictate the new engines will be inline-fours, won't have traction control and will use controlled ECUs. Unlike World Supersport, the as yet unnamed new class of GP racing will be exclusively prototype based. No production machines will be allowed.

While the new capacity may sound too close to MotoGP's 800cc limit, the changes are intended to drastically reduce costs. Right now, at about €1million, leasing a 250cc GP bike is only about one-third cheaper than a MotoGP machine. Under the new rules, that cost would drop to less than €100,000. That seems to be the driving reason for these drastic changes, so while we will mourn the loss of yet another two-stroke racing class, we will welcome more accessible, more competitive racing.

Final details of the rule changes will be announced after they are ratified June 7 at the Catalunya GP.

foto modifikasi yamaha mio

Yamaha's success saling automatic bike in Indonesia influenced other manufacturer to sale the same bike type. After Yamaha Nouvo, Yamaha launch Yamaha Mio which has won Indonesian market and forced Honda and Suzuki to take a role in this class. Honda launched Honda Vario and Suzuki lauched Suzuki Spin and Skywave to compete Yamaha Mio. Then, Yamaha launch Mio Soul and we hear some rumors in recent days that Yamaha will bring their retro bike to Indonesia, Yamaha Vino. People call it Yamaha Mio Vino, yups .. it could be a retro style of Yamaha Mio, not like it's original Vino which has only 50CC capacity, but 125CC.

Honda CS1, Your New City Sport Choice

After being secret for about two monts, finally Honda launch their new motorcycle in Indonesia. This motorcycle has been advertised for about one month, but didn't mentinoned it's name. And finally, 6 April last week, Honda launch it for public in Surabaya. It's name is Honda CS1 (City Sport).

AMG’s Green Initiatives Include Possibility of Diesels, Hybrids, and Turbo V-6s

Mercedes-Benz performance brand AMG shows its environmental side.

Mercedes’s AMG performance division wants to offer guiltless pleasure for those who love performance cars but are tired of being criticized for a lack of commitment to save the planet.

On the eve of the 2008 Geneva auto show, AMG boss Volker Mornhinweg boldly announced that the fleet of performance cars will achieve a 30 percent reduction in carbon dioxide (CO2) emissions by 2012. Smaller engines, hybrid systems, and diesels are all on the table for Mercedes’ thriving performance sub-brand.

Mornhinweg leveled a shot at BMW’s claim to “efficient dynamics” which is spawning products such as the X5 Vision diesel hybrid concept, also unveiled in Geneva. AMG’s roots are in racing, he said, and “racing was always about ‘efficient dynamics,’ we just called it differently.” He then went on to announce fuel-saving technologies to be offered in AMG cars across the globe.

In 2010, direct-injection gasoline engines and start-stop systems will mark the beginning of the push to lower consumption and emissions. AMG is developing a crankshaft starter-generator system that it claims is far more advanced that BMW’s current system, which operates with a conventional starter.

Two-Mode Performance

But that kind of technology is just the beginning. AMG is working on full hybrid cars that can drive short distances with just the electric motor. Mercedes is part of a consortium with General Motors, Chrysler, and BMW in developing this “two-mode” or full hybrid system for use by each automaker.

Mercedes did not want to launch its version of the two-mode system in the M-class, as there already are hybrid SUVs on the market, and “we don’t want to be a follower,” says Mornhinweg. For AMG, look for the technology to bow on a low, sporty car like the CL, the SL, or the CLS.

What’s more, you may be able to get an AMG oil-burner. Mornhinweg: “We are monitoring the diesel. There is currently no demand, but if that changes, we can react immediately.”
The idea would not be new. Five years ago, AMG offered the 228-hp, five-cylinder C30 CDI turbo-diesel, and while it was successful in some Southern European markets, it was loud and generally unloved. AMG had not seriously considered a follow-up model, but that thinking has changed. By the end of 2008, the brand will have decided whether to proceed with a second diesel.

Turbocharged V-6s on Tap?

In a reversal of its strategy of the past few years, AMG could also offer six-cylinder gasoline engines again. This time around, they would be turbocharged. Mornhinweg says that a decision will be made soon. Turbocharged V-8 engines are already high on the agenda.

Despite all that fuel-saving technology, AMG continues to focus on fun and performance. The new MCT multi-clutch transmission—essentially Mercedes’ seven-speed automatic with a multiclutch system replacing the torque converter—will migrate to more models after its debut in the SL63 AMG. The next-generation CLK and SLK are sure bets to receive the gearbox, while the C-class is an open question. It won’t replace the automatic throughout the lineup as it is not well-suited to towing and does not fit the character of the S- or CL-class luxury cars.

AMG will also up its performance credibility with ceramic brakes. By now, they are reliable but cooling is still a challenge, and there needs to be a significant performance advantage over the regular brakes to warrant the additional cost.

AMG is hoping its fuel-saving announcements present a challenge to competitors. Porsche has announced a CO2 reduction of 30 percent for its V-6 hybrid powertrain over the regular V-6. But such savings across the entire fleet are “unrealistic,” Porsche board member Wolfgang Dürheimer tells us here in Geneva.

Last year, AMG sold 20,107 units, its best results ever. For 2008 and beyond, Mornhinweg is aiming for “further, profitable growth.” If he reaches his ambitious CO2 targets, Mother Earth won’t really care.

Meanwhile, Daimler AG is claiming a breakthrough in battery technology, saying it has achieved the Holy Grail of adapting lithium-ion technology for automotive use—crucial to winning the race to offering hybrid, electric, and fuel-cell vehicles. It will be used in the Mercedes S 400 BlueHybrid staring in 2009. The stumbling block had been integrating the power source into the climate control system