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into the intake stream. The flow rate was varied by throttling the intake stream. The alternative method used neither water injection nor throttling. The hydrogen flow rate was controlled independently, so hydrogen/air ratio was directly controlled. For both systems noxious emission products were 90-97% less than for gasoline.
Brake thermal efficiency was shown to be between 100% and 25% greater than the efficiency for gasoline. The highest efficiency was obtained with the unthrottled hydrogen/air mixture. For both systems the efficiency curves terminated at higher power outputs due to backfiring. Some form of charge dilution will be necessary to achieve operation at higher power outputs.
During the course of the tests the spark plug gap was reduced from 0.9 to 0.3 mm. This resulted in smoother overall operation and an extended back-fire operating range.
The exhaust gas emission temperature was also measured during these tests. This was found to be much lower than for combustion with gasoline. This may rule out suggestions for using exhaust gas as a heat source for metal hydride storage systems. ('Engine performance with gasoline and hydrogen: a comparative study' presented at
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