Wow....running with no air filter of any kind....amazing. Till the first few pebbles or leaves get in there....or some insects....:eek:

That car looks to have a number of problems, many cosmetic ones. I think the biggest problem is the seller though. Someone needs to take that poor car away and treat it correctly! :o

The molding on the passenger side door pillar is missing

Looks like the same car, the star in the steering wheel center is off the same amount, but amazingly, the dash cracks disappear.. I should email him asking how much for it if he takes his crap off and returns it to it's rightful being.

Interesting...the guy must lurk on this site. Engine pics and cracked dash pics are now missing...

I'm suprised nobody cought that he lists the car as having MB-Tex seats, when in fact it's leather... and in very good condition at that.
do you suppose the pictured car is the one that the bidder will actually get?

Yea, I was wondering what everyone was talking about with dash cracks as I couldn't see any... I wonder if he will photoshop in an air filter next.

If you look closely in some pictures you can see where he filled in the dash cracks with something, probably that plastic filler. Looking at the way things were done to this car you wonder how many pounds of bondo are under that paint covering the dents and rust.

Seems to me that in my boyhood 1966 JC Whitney catalogue it was possible to buy all the components to install a water injection on your car engine and make it RUN ON WATER!
If I'm not mistaken the actual claim is that you can reduce cylinder head temperature by injecting a spray of water into the air intake. Here's an excerpt from an article on the subject:
"In high pressure turbocharged engines the air/fuel mixture that enters the cylinders can, in some cases, explode prematurely (before the spark plug ignites) due to the extreme engine environment conditions. This situation is extremely destructive and results in severe engine damage (piston piercing). To avoid damaging the engine by detonation or pre-ignition phenomena, water is injected, along with fuel, in the combustion chambers in order to provide a water/air/fuel mixture which not only burns more efficiently and avoids detonation or pre-ignition but also provides additional inlet air cooling and, hence, denser air. The sole function of water injection is avoiding detonation.

There are mainly three variations of water injection systems. They are dependent of the location of the water injectors. The first technique consists of injecting water at the entrance of the intake manifold. The second injects water at the exit pipe of the intercooler. The third technique injects water at the entry of the intercooler and is only used in competition vehicles. In this latter variation most of the in-cylinder detonation prevention is done by injecting additional fuel which is then used as coolant (i.e. is not burned) and runs the engine above the stoichiometric ratio (i.e. rich).

How water injection works

The system is, usually, made up of 3 elements:

A water injector (similar to a fuel injector)

A high pressure pump (capable of attaining at least 3 to 4 bar pressure and sometimes even more)

A pressure sensor connected to the inlet manifold

An inlet air temperature sensor

Usually a water injection system is engaged when the inlet air temperature is exceeding a certain value, typically 40 degrees Celsius, and the engine is on boost. The most advanced systems add to the above electronic circuitry that provides 3D cartography similar to the one used in fuel injection systems. Cartography based devices take into account many more parameters such air/fuel ratio, throttle position and so on."
from the website "http://www.rallycars.com/Cars/WaterInjection.html"

I think the main point is that no claim is made that the hydrogen burns or contributes energy to combustion. The purpose is to cool the intake air so that more air can be got into the cylinders, to support combustion of more fuel, and to prevent detonation, pre-ignition, whatever you'd like to call it.
SEO

That's fine, but he claims he has an HHO generator on it. 60+ mpg. :rolleyes: What a freakin' tool!

And this engine compartment is truly a nightmare!

I think that electrolysis, as the name implies, requires electrical energy. An example of the process is the way that the "water" in an overcharged battery will break down into its components, and the hydrogen escapes as a gas.
Hydrogen is a potential source of energy, but I think that the number of watts of electrical energy required to electrolyze water does not produce an equal amount of energy in the form of hydrogen fuel. And as long as you're putting electrical energy into an electrolyte, why not store the energy as electricy in a storage battery, rather than as hydrogen?
This sounds like one of those commercially hopeful attempts to repeal the first law of thermodynamics.
SEO

This is correct, however it is said that small amounts of H2 can possibly improve combustion efficiency. Not a doubling of fuel mileage though, maybe 5%. You mean, like an alternator? ;)

Yeah, I don't think its legit. You can't run water unless you use electrolysis first and convert it to hydrogen.

Nice Benz though.

Professionally restored.....they forgot about the huge stain in the rear footwell under the drivers seat, sagging map pockets, 1/4" copper "Heat Exchangers" Fuel heating, by sticking a line down by the exhaust manifold, New and advanced broken crankcase vent tube zip tied to wastegate hose, and last but not least advanced air filter that NEVER needs replacing. I take it that it runs on water when it's raining? Oh and don't forget the exposed oil seperator drain tube. What kind of goodies will be found in that oil......this is all just sad.

Has anyone really shown an improvement in mileage by burning hydrogen (specifically HHO, electrolyzed water)? No points if the electricity comes from outside, of course.

I recall seeing something recently about injecting water into the combustion chamber. I believe that the engine ran six strokes per cycle, with one additional downstroke using the expansion of the injected water. A completely different way of using water in the engine, but one that could turn more of the heat into mechanical energy.

And that's what it's all about, how much heat can you turn to mechanical energy. Our engines burn nearly all of the fuel injected; otherwise you will be going through converters pretty fast. We dump a bunch of waste heat through the radiator, and no magic gas is going to change that.

Free Lunch
 

It's possible to see how injecting water into a combustion chamber would create power, not by combusting hydrogen but instead by expanding liquid water into steam, which would exert an expanding force against the pistons, just like an old-fashioned reciprocating steam engine.
If the source of heat was waste heat from the diesel cycle, that might be a "free" source of power.

A friend of mine who used to sail as engineer on tugs that I was running is currently involved in setting up very large gas turbine electric generators that use waste heat from the turbine exhaust to generate steam that powers a whole additional steam section of the turbine. They are terribly complicated, and don't work very well.

The same could be said about the turbo-compound Wright and Pratt & Whitney radial aircraft engines that powered the DC7 and Lockheed Constellation at the very end of the piston-engine era. These used exhaust gas pressure to spin turbines which exerted power on the crankshaft.

Even further back, in the age of reciprocating steam, high pressure steam powered one cylinder, which then fed into a second stage, then a third. That's what they mean when they refer to a "double expansion" or "triple expansion" steam engine. Each succeeding cylinder was larger in diameter, and generated less power. N. G. Herreshoff built some quadruple expansion engines for use in US Navy torpedo boats, but they caused trouble because the last stage was so cool that the vapor could condense, slugging the cylinder with liquid.

All of these are examples of attempts to scavenge extra power from the heat energy that would otherwise be exhausted from an engine. All of them work in theory, but are very complicated in practice, and don't pan out. Seems like a better idea to reduce weight, rolling resistance, and drag. Or just not drive so many frivolous miles.

SEO