Originally Posted by
Jaxom
I disagree. I feel that the generator should produce HHO proportional to fuel flow into the engine. We know that you don't run into O2 sensor and EFI issues until you exceed a certain level of HHO usage, although that level varies from one car to the next. With a constant HHO flow, you may be very near that level at idle or coasting, and nowhere near it under acceleration. Therefore, to get the best gains without having to fight the PCM, you should have HHO flow that is proportional to fuel usage. Since actual fuel usage is hard to monitor, engine load is the next best thing.
I also don't agree that you should have max HHO flow while coasting, because even though some EFI system do use what's called DFCO (deceleration fuel cutoff) it's an intermittent function and the PCM still monitors the O2's to make sure eveything is working the way it's supposed to. This could still lead to overrich conditions and check engine lights.
I agree that RPM would not be a viable basis for a progressive HHO setup. TPS is more feasible, although not the best. The best indicator of engine load is the MAP sensor, or MAF if the engine has no MAP. Under acceleration, MAP is high, which indicates heavy load. At idle and coast-down, MAP is very low (high engine vacuum) and this is when you need less HHO to keep from throwing off the engine management. At part-throttle cruise, you have moderate MAP, and moderate HHO is appropriate because you aren't straining the engine, but are maintaining a steady air/fuel flow into the engine. If you go up a hill, load increases, and MAP increases, which will lead to more HHO being injected to compensate for the increased fuel usage.