Scientific and theoretical summary of the Pantone system

[Pascalou]

Theoretical development of the Pantone system and comparison of the Gillier system and the original system.


Fossil energy accounts for about 80% of energy consumption in the world and is only increasing with the mad rush for growth. Because of the harmful and polluting effects of this energy and the depletion of resources, alternatives are sought but are very slow to develop. Here, we will present a revolutionary solution 30 years old, never generalized nor considered, and yet very simple to implement. Many have sought to publicize it since the year 2000, the date of its dissemination. Hundreds of DIY enthusiasts and farmers have been using it for years and see its revolutionary effects, without understanding how it works, subject to many controversies and theories of all kinds.


1) Introduction


a) Two similar systems:

1.Paul Pantone's multi-fuel GEET reactor: This system was created in the 80s by the American Paul Pantone and was made public in 2000 throughout the world on the Internet. It transforms any small heat engine (four-stroke gasoline or diesel) into a gas engine using the original fuel or any alternative fuel (oil, diesel, alcohol, heavy fuel oil, crude oil, etc.). This engine can consume, once hot, all types of fuel mixed with 75% water. He creates his own gas thanks to this invention: It consists of a pre-treatment of the intake mixture by using for this the energy flow normally lost from the exhaust. The fuel / water mixture is mixed and volatilized in a container (the Bull) then superheated by a reactor / exchanger (also thanks to the energy of the exhaust) and is injected into the engine by the intake and constitutes the gaseous fuel. . With the original fuel, we obtain great fuel savings and impressive pollution control, far superior to the effects of current catalytic converters!
This system was implemented by me according to these plans and works! It is currently being tested.

This plan is the original plan made by Mr. Pantone (can be found on many websites)

2. The Gillier Pantone system, which can be termed as an engine water injection system, is very commonly referred to as a “water doping system”. But to be more exact, one should speak of injection of superheated water vapor. It was inspired by the above system. It was first created in France by the farmer Mr. Gillier in the 2000s and today constitutes the evolution of the original system. He had the idea of ​​putting only water in the Buller and leaving the injection system on his diesel tractor. This worked very well since its consumption was reduced by half!
It differs only by a great simplification of the system and is used on large vehicles. The main differences are still notable: the water is separated from the fuel. Thus, only water is present in the bubbler. The cycle is thus the same as in the first system, except that only the water is treated. The fuel or injection system remains present.
The simplification goes even further since we do not necessarily have to take a share of the exhaust flow for the bubbler if the water is preheated (see plan). Only the depression created at the inlet of the intake pipe creates bubbling and sucking the steam.
The peculiarity of this system is that it only requires modifying the engine exhaust and tapping the intake, it is also simple to install and adjust.
On this system, savings today easily reach 30% of fuel for the same useful energy returned (of course, if the installation is correct). De-pollution of exhaust gases is the same as the original system. It is the most used system in France because of its ease of construction and adaptation to large engines.


b) Brief summary of these installations. We find:


Liquid water (preferably non-potable) mixed with the fuel or alone in a container: the bubbler.
The bubbler where the water (or the water / gasoline mixture) is vaporized (by bubbling and / or preheating)
The reactor / exchanger where the water (or the mixture) in the form of vapor is superheated thanks to its very hot exhaust flow (and where other chemical reactions can take place: pyrolysis, electrification)
A modified diesel or petrol engine that will consume fuel and a little water previously treated by its own exhaust flow.
Regulating valves which regulate the different flows (air intake, flow to the bubbler, flow to the reactor, etc.).

Please note:

This engine is not a water engine! Water helps the engine run but would be impossible without fuel. There remains therefore a fuel engine.

What comes into the engine (in addition to the fuel) is not liquid water but superheated steam, therefore dry. It is comparable to a gas. It does not have the corrosive properties of liquid water at all. (Little known type of steam, especially used for motor purposes such as in turbines)


Some definitions to know to read the document:

useful energy: energy which provides work, that is to say which is used concretely for use. (= total energy released - losses) Here we will speak exclusively of the energy transmitted to the crankshaft of the engines, ie for example the energy transmitted to the wheels of a car to make it move forward.

Losses: energy lost and often said to be “unusable” by a system.

Efficiency: useful energy / total energy released (ex: gas boiler = 90% efficiency, i.e. 90% of the energy released will be used for use, the remaining 10% are losses)

Work: In physics, work represents an effort, that is to say a force which causes a displacement of matter. Here it will be exclusively spoken of work on the piston of the engines by the pressure of the gases created during the internal combustion of the engines.

Pyrolysis: Pyrolysis is the decomposition or thermolysis of an organic compound by heat to obtain other products (gas and matter) that it did not contain. Here, we will talk about the pyrolysis of fuels and that of water. The pyrolysis of water gives hydrogen and oxygen, the pyrolysis of liquid fuel gives a gas composed of carbon and hydrogen.


c) Findings to consider.

Numerous varied tests have been carried out since 2000, particularly by French farmers on their tractors and by DIY enthusiasts, and are easily available on the internet (but in many other countries as well). Here is a summary and the conclusions to be made:

This system saves according to numerous testimonies between 10 and 60% of fuel (up to 75% on old engine!) On any heat engine with reliability and durability. This saving is on average 30%, but can be very variable depending on the quality of the installation, the settings and the type of engine.

This system allows an impressive de-pollution (about -80%) better than the catalytic converters becoming useless. This de-pollution is definitely proven by the young engineer Mr Martz who carried out standardized and incontestable tests. For those interested or protesters, see these videos:
http://www.dailymotion.com/video/xslcg_ ... ntone_news
http://www.moteurpantone.info/
The characteristics of this de-pollution are: the analyzes of the exhaust gases give less carbon monoxide, less or even much less carbon dioxide, fewer particles. In addition, it should be noted that the oxygen level is generally much higher.

This system works better on diesel engines (fuel savings are often higher and power gains are to be observed on certain installations)

The installation is simple and can be built on absolutely any four-stroke thermal engine. Here is plan, material and explanation here for the original Pantone version: http://www.onnouscachetout.com/themes/t ... antone.php
For the Gillier System, search internally for "Spad Pantone"
These systems are built with plumbing equipment (pipes, fittings, valves ...), a tank, and need a little water.
Unfortunately, the complication and the electronics in the engines make it more difficult to install on recent vehicles (especially with regard to the regulation of the richness of the mixture by the Lambda probe (s) of the exhaust) but is possible with a professional mechanic.

Many built it on their car and were able to pass the technical inspection (the installation must obviously be clean!)


This technique is far from recent. In fact, from 1901, a French engineer, Clerget,
discover the virtues of water injection with diesel fuel on high compression engines.
This work was already improving the efficiency of diesel engines.
It was used in 1942 in military aviation, then in Formula 1 during the 80s and
still currently in some Rally competitions.
Today, there is an industrial application: Aquazol fuel. Emulsion
stabilized water-diesel which allows during its use the reduction of Nox, monoxide of
carbon or unburnt (fuel and smoke). Finally, note also the invention of the HHO generator which uses the excess electrical energy from the engine to electrolyse the water and release the hydrogen injected into the intake. It is more or less known worldwide and is sold on the internet (but less effective than our system).

This document constitutes a summary on the functioning of the Pantone system, it is mainly technical. We will develop this system with several approaches to try to describe this process according to serious data found on the internet, personal experience and my knowledge. These developments provide a basis for reflection, they are far from clarifying all the particularities of the system but give an accessible approach to people curious to understand what is happening. My reflections will require some prior knowledge (or some research) in physics, thermodynamics and energy.
But this document is written and aims above all to awaken faith, a living faith, where water plays an important role.



2) Energy reflection on the recycling of lost energy

a) Basis necessary to know

We will first develop and deepen the principles used to reuse thermal energy normally lost from the exhaust. These are a good approach to the system as a whole. First of all, here are some basics to understand:

On a normal unmodified heat engine, we find (ratio of the total energy released):
30 to 40% of losses by the exhaust !!
15 to 20% of losses by cooling and radiation
15% friction loss
Only + 25/30% is recovered on the crankshaft. (Cars for example therefore have a yield of ¼, small engines and 2-stroke even less. Large truck engines reach 30/35%)
In short, an engine runs thanks to ¼ of the energy released, all the rest is lost including 1/3 by the exhaust !!

On modified engines, what enters the engine is charged with superheated steam, so it is certain that the combustion temperature will be higher than normal engines (by the simple fact that we do not find only air cool that enters the engine, but also superheated steam, so also energy!). In addition, on the Pantone system, there is a transformation of petrol or diesel engines into gas engines (which is comparable to conventional LPG) hence also a higher combustion temperature typical of gas engines. It is therefore certain that we will in any case have a hotter combustion than the original conventional combustion in both systems, and therefore an exhaust gas temperature as higher (point also confirmed by numerous testimonies of test and by temperature measurements).

nature of the flow at the exhaust with modification: gas from 500 to 900 ° C charged with superheated water vapor, under pressure of about 0,5 to 1 bar, this flow releases more energy than the useful energy of the engine! (At least the same amount and up to twice as much on old engines)

b) Principles for recovering part of the losses of thermal energy at the exhaust.

1. "Heat pump" effect:
This recycling can be purely thermal:
By heating water vapor through an exchanger, it is reintroduced into the engine. Either the principle of the heat pump where water plays the role of refrigerant with an energy intake in the reactor at the exhaust, then is returned to the engine by its direct reintroduction into the intake. The advantage is that steam can store a lot of energy without constituting a large volume! Here we have a recycling of part of the energy normally lost from the exhaust thanks to steam.
This recycling can be possible through a chemical reaction (several theories: by an electrification of the vapor, then a reaction of this one with the fuel, or by a partial thermal dissociation of water, then a combustion of H2 and O in the engine, (point developed in paragraph 3).

In this case, if we recover part of the energy lost in the exhaust through water, we will need less fuel to deliver the same energy since the lost energy is recycled:
Extrapolation: Considering that we have 32% of the energy in the exhaust and 30% of useful energy, if we recover 1/4 of the energy lost in the exhaust (or 8% of the total energy ) and that it is considered to be recycled into useful energy, we will go to 38% of useful energy, ie theoretically with 20% less gasoline for the same useful energy developed by the engine. (This is theoretical and very extrapolated but gives a basis for reflection). Even if these 8% recovered are probably only partially transformed into useful energy, we will in any case gain a gain thanks to this recycling.


2. "Steam cracking" effect Use this very energetic flow to vaporize and then pyrolysis large molecules of liquid fuel (and perhaps part of the water) into simpler molecules. The particularity here is that we reuse the flow itself (not just its energy). We will create gaseous fuel by vaporizing the liquid mixture (bubbling), and overheating (in the reactor) this vapor to pyrolysis of the large molecules. Alternative fuels (heavy oil, fuel oil, etc.) will require this energy even more (more or less depending on the viscosity) to form an easily flammable gas. The latter can be used in a gasoline or diesel engine transformed into a gas engine, as for LPG vehicles (our original system). Note that the combustion of a gas is very clean, while the combustion of liquid fuel is much more polluting because of unburnt (4 to 30% of the fuel!)

This works like steam cracking in refineries. In our original Pantone system, the bubbler and the reactor constitute a mini oil refinery and are also on-board. Large molecules are vaporized directly using part of the very hot flow of the exhaust, then they are "cracked" by overheating them in the reactor to form a high quality gas that can be used by the engine. This is very similar to the oil refinery steam cracking system which certainly inspired Paul Pantone: There are also tubes in furnaces where the oil / steam mixture is passed to be pyrolyzed (this looks a lot like the original Pantone reactor!). The temperatures and pressures are very similar. The working pressure is zero and the temperature from 700 to 850 ° C, which closely approximates the temperature and pressure conditions in the reactor. In addition, it will be considered that, for pyrolysis to occur, conditions with little oxygen will be required, and this is provided by the exhaust gases arriving at the bubbler which will in any case be less oxygenated than the ambient air. and allow these conditions in the reactor.
Here, energy is consumed by the pyrolysis reaction. But it should be noted that all the energy arriving at the bubbler will be recovered or reused as well as the material flow, because the energy which is not used to vaporize the mixture or to help the pyrolysis reaction will be recycled since it is returned to the engine via the reactor (see also point 4).

3. Water or mixture preheating. This point is there to optimize and complete points 1 and 2 if the requested energy must be higher (temperature of the mixture or / and temperature of the steam to be regulated) and / or to make certain parameters such as the temperature of the mixture constant for example.
There is therefore a preheating of the water and / or of the fuel to keep these at a determined temperature in the bubbler by means of an exchanger and a thermostatic valve (optional but desirable). This preheating can be done using the energy of the exhaust or that of the coolant (if present). Regulating this temperature will make the mixture or the water more or less volatile, a principle already very often used on both systems. In addition, a constant temperature will allow more constant operation of the assembly by establishing a more constant water / fuel / air richness (for our original invention).
In addition, the latent energy, to pass from a liquid to a vapor, is often very substantial, hence the often unavoidable necessity of preheating the water or the mixture to avoid rapid cooling of the latter. . (But it should be noted that bubbling through the exhaust flow also provides energy)


4. Recycling of the exhaust gases which will be reinjected into the intake: The principle is the same as for the EGR valve (recirculation of exhaust gases) present on many diesel engines. So our point # 2 is sort of using this principle as well, other than that this flow goes through the fuel / water and a lot of the energy goes to vaporize the mixture.
Operation of the EGR valve: This recycles 5 to 40% of the exhaust gases always at a rather slow engine speed (up to 2500 rpm) and this flow is very often cooled by an exchanger (in our case, vaporization of the mixture produces this effect). This recycling lowers the percentage of oxygen in the intake stream, and therefore the combustion temperature. The consequences are a loss of torque, but less NOx pollution (purpose of these valves) thanks to this lowered temperature. The fuel savings are zero or even negative! (we can consume more gasoline!).

Note: The EGR valve recycles at most almost half of the flow to the exhaust, which percentage can be recycled with point n ° 2 (through the mixture) knowing that the maximum percentage is sought for thus using (vaporization) and / or recycle this normally lost energy as best as possible.

Summary :

1. Thermal and / or chemical recycling directly using water. "Heat pump" system. (energy recycled, returned to the engine and reused by it)

2. Recycling with the steam cracking of large molecules (pyrolysis). Refinery system (energy consumed by the pyrolysis reaction, therefore not returned to the engine)

3. Recycling by preheating the liquid mixture. Mixing / exhaust gas or mixing / cooling water exchanger system. (energy consumed by spraying the mixture or water)

4. Recycling of exhaust gases. Part of the flow from the exhaust is returned to the bubbler and helps evaporation of the mixture. (Energy partly recycled, partly consumed by vaporization. Here the material flow is also recycled!)

Note that the original system uses all points, while the Gillier system mainly points 1 and 3.


3) Dissociation / use of water

a) General view

Water is not fuel! Be careful not to make this mistake. To fully understand, it is necessary to know that it is the “ash” of the combustion of hydrogen or any product containing it. And this ash can in no way produce energy. It is and will remain zero at the energy level. (For example the conventional combustion of hydrocarbons gives: CnHn + O2 __ CO2 + H2O)
Water is therefore only there to improve, and "revolutionize" the operation and efficiency of engines. The yield of 20 to 30% on gasoline and diesel is mediocre, therefore the water will seek above all to enhance the losses which represent 70 to 80% of the energy! (ie transforming losses into useful energy).
Thus, by its capacity to transport and transmit its energy, and other of its physico-chemical properties, we can with certainty say that water (or rather steam) acts with efficiency. It radically transforms the "normal" system of modified engines given the astounding and indisputable positive results.
Let's recap point by point the role of water:

1. Use of part of the energy lost by exhaust and / or cooling.
Either energy directly recycled in the engine, or consumed for parallel needs. (Recycling of the energy lost by the "heat pump" effect where the water acts as refrigerant; Operation of a mini-refinery by steam cracking of alternative fuels into gas thanks to the water and energy from the exhaust ; production and superheating of vapors; preheating water or mixture)
Interesting note: If we develop this recovery of the energy lost from the exhaust to 100% for use in useful energy or in parallel use, the energy efficiency will be more than doubled:
We have about ¼ already in useful energy + 1/3 of energy in the recycled exhaust. So 1/4 + 1/3 gives 58% yield instead of 25% original yield!)
Extrapolated example: If we use this energy to completely dissociate water, we will release hydrogen (H2O) which will then constitute a fuel in addition to gasoline (note that this is impossible without energy of the exhaust, therefore of the fuel, it is therefore not a water engine, but a recovery of the fuel energy losses thanks to water.)

2. Improved fuel combustion:
First theory: "b) Theory of the dissociation of water during combustion"
(development next paragraph.)
Second theory: Ionization of the water in the reactor, and thus a better air - gasoline mixture in the cylinders, resulting in better combustion. The reactor creates a plasma which will electrify the molecules. (Plasma well observed in my tests!) This is the principle of the storm: in the reactor, there are two fast flows in opposite directions, one hot, the other cold, hence the electrification thanks to the plasma formation.
Many inventions of the 70s, and even older ones, are similar to our system in that we also work with combustion with added “transformed” water vapor. These inventions use this simple reaction: 2H2O ___ H3O + + OH- This hydroxide ion will better oxidize and hydrogenate the fuel during combustion.
For those who want to know more about this second theory: https://www.econologie.com/file/technolo ... sation.pdf
https://www.econologie.com/une-explicati ... -3326.html
http://quanthomme.free.fr/qhsuite/Gilli ... xionJS.htm
Ps: the two theories can also be true and work in parallel or even be complementary.

3. Engine cleaning (carbon, oils, etc.). Already used in auto mechanics where water vapor is injected a few minutes in quantity into the running engines to clean them. The prolonged use of our system therefore supports a great cleanliness of the engine and thus allows a greater longevity: The testimonies of users who have been using the system for several years confirm this, and also claim to have clean engine oil for longer. So with this system, we have a longer engine life thanks to this cleaning! (Old dirty engines are cleaned and find a new lease of life after a few hundred km.)

4. Role of engine cooling. In original engines, liquid fuel is a cold source that prevents the temperature from rising too high during combustion. In our modified engines, the combustion of hydrogen or created gas raises the combustion temperature higher than normal (like an LPG engine). Here, the water vapor (the non-decomposed part) may constitute a cold source which would allow operation without overheating the sensitive parts of the engine. The vapor allows a good distribution of the temperature, it would avoid too significant thermal shocks. (Large temperature differences are moderated by the presence of water vapor). More specifically, it would avoid, by virtue of this principle, very hot spots dangerous for engine parts (such as the progressive destruction of the exhaust valves well known in gas engines)



b) Theory of water dissociation during combustion

1) Explanation:

To understand this paragraph, it will be absolutely necessary to have some basics in thermodynamics of heat engines.
A theory often put forward is that water breaks down in part into H2 and O upon explosion. Combustion easily reaches 2000 ° C and a pressure of 40 to 200 bar is to be observed (depending on the compression ratio and type of engine). It is widely recognized that water decomposes around 2000 ° C, so a very valid theory:
It should be understood that in a conventional engine, the combustion of diesel or gasoline takes place too slowly and the pressure in the cylinder gradually increases during the explosion. Hence a great loss of efficiency: the pressure exerted on the piston is progressive and really presses on it when it is already partly lowered, therefore a practical loss of efficiency (i.e. less work on the piston, i.e. less useful energy).
Upon explosion in the engines with the system, the superheated steam breaks down (at least in part) into H2 and O and is immediately "consumed" with the fuel.
In other words, the combustion of the fuel provides the remaining energy necessary for the dissociation of the water which will then react and explode and thus instantly restore all this energy, plus the energy already taken from the exhaust to the reactor!).

Energetically speaking, we can compare water to a very powerful spring which, when pressed, can restore the same generated energy. This spring cannot (like water) provide energy. But if you press it and release it suddenly at the right time, it becomes interesting (like a catapult for example). Here we start to press on this "spring" which is water at the level of the reactor thanks to the energy at the exhaust (that is to say that it accumulates this energy), then once arrived in the combustion of the engine, this "spring" is fully pressed (therefore dissociation) and then restores all the energy accumulated instantly, and presses the piston.

In addition, the hydrogen in the water would make combustion instant or faster because there will be much more hydrogen present than carbon and the hydrogen burns very quickly. (The combustion speed is almost 10 times faster with pure hydrogen than with propane, gasoline or diesel). This combustion speed would allow a higher practical yield, that is to say a push on the piston at the most favorable moment thanks to this accelerated combustion speed. And here is the main fuel economy thanks to this superior practical efficiency by this single principle.
The rest of the undecomposed steam expands and participates in the high pressure in the cylinders (like a steam engine) and could help avoid excessively extreme temperatures in the metal parts of the engine: mainly the pistons, cylinders, cylinder head and especially the valves (point 4 above).
(explanation developed here: http://quanthomme.free.fr/pantone/paged ... avid17.htm )
In addition, we can say with certainty that the combustion is total and clean since what comes out of the exhaust is clean (without catalytic converter of course!).

2) Assumption

Considering that "nothing is lost, nothing is created, everything is transformed"
We could therefore make this hypothesis: the water is preheated by the “lost” energy of the exhaust and releases all this energy accumulated during combustion (principle of the heat pump developed above). This vapor dissociates into H2 and O once in the engine thanks to a very high temperature (and high pressure) reached during combustion, then explodes with the fuel. It transforms this energy accumulated prior to the exhaust into work or useful energy (at least in part).

But above all and at the same time, this combustion takes place at the most favorable moment, that is to say when the maximum work is recovered on the piston thanks to the combustion rate of the much faster hydrogen. To be more precise, the reaction is instantaneous and releases all the energy more quickly, therefore instantly raises the pressure when the piston recovers the maximum amount of work, therefore useful energy! So we will have more so-called useful energy compared to conventional operation where combustion is slower, the practical output will be "inflated" (that is the case to say;) and much higher than the practical output without steam. superheated water.
To reflect on the complementarity of these two principles where the energy load of the superheated steam which enters the engine plays a role and makes possible the very plausible dissociation of water during combustion.
The part of the undissociated steam participates in the pressure in the cylinders like a steam engine with its "boiler" in the combustion chamber (here the explosion). In addition, it keeps the engine clean and prevents hot spots that destroy the engine.

3) Conclusion and food for thought

The indisputable facts are that with this well-tuned invention one arrives at 35 up to 60% efficiency (useful energy) instead of 20 to 30% on engines without the system. Or double or more! (This, of course, if we consider that water does not bring any energy to the system, otherwise would contradict the laws of physics). These efficiencies even exceed the theoretical efficiencies calculated by manufacturers given at 40% for diesel engines. Which definitely proves a revolution in engine operation. That is to say that we not only have a recycling of the energy lost from the exhaust, but also an improvement in combustion (speed) and thereby a better work on the piston.
But it should be noted that if water "supplies" us with energy, it is only a return of the energy (normally partly lost) supplied by the fuel: Or more precisely a passage of the energy from fuel to water which "expresses" this energy by the instantaneous explosion of the hydrogen present and makes better use of it, because most of it becomes work (and therefore useful energy, which 'we research) and considerably increases the yield.

Another indisputable fact is that the measured concentrations of carbon dioxide in the exhaust on our systems are most of the time lower or much lower than conventional operation, therefore, we burn less carbon! (Because the combustion of carbon gives off carbon dioxide). Our theories about what goes on in the engine are questionable and difficult to prove. But the indisputable fact that less carbon dioxide is found in the results of this combustion (in the exhaust) proves without possible dispute a reduced fuel consumption (since there is less carbon, the main constituent of fuels) . So those who deny the effectiveness of the system have either made editing errors or deny an obvious reality.

Finally, it will be noted that the water that is at the start is found at the end. We therefore do not “consume” water since if we distilled the water from the exhaust, we would have more water than that used in the bubbler (water put into the bubbler + combustion of the hydrogen from the 'hydrocarbon which also gives water). We could therefore distil the water from the exhaust (and also recover all the energy !!) to reuse it in a loop: because no drop of water is consumed! (recycling part of the exhaust stream on the original Pantone system somehow uses this principle). This to say and affirm that the water remains zero at the energy level.

Here is the link that taught me a lot: http://quanthomme.free.fr/pantone/paged ... avid17.htm
On this quote, you will find very many assemblies on any type of engine and a lot of information.

Summary :

The water is used to recycle and reuse part of the energy at the exhaust by using it for parallel needs (steam cracking, vaporization, steam superheating, etc.) and direct energy recycling for the engine ( "Heat pump"). In addition, it considerably improves combustion in the engine, keeps it clean, and theoretically prevents overheating of sensitive mechanical parts. During combustion, it is likely that the already superheated steam (and can be electrified) is dissociated into H2 and O. It considerably increases the energy efficiency: it would allow faster and cleaner combustion, hence fuel savings. and lower pollution.



4) Synthesis and paralleling of the two systems "Pantone" and "Gillier Pantone"

a) The Gillier-Pantone evolution

It will be noted that the Gillier system was the most developed and used because it is built on large vehicles, it is much easier to build and adjust, and today allows savings of around 30% in fuel. average, but which can reach 50% or more. This only with water vapor superheated by the energy flow of the exhaust and injected into the intake of a running engine, without any other modification. And it is this point that is interesting: We can therefore above all conclude with certainty that the fuel does not necessarily have to be mixed with water before entering the engine (only the original one, alternative fuels, should absolutely undergo pyrolysis to be used). It doesn't have to go through the engine either, which makes things a lot easier, because the only modification to be made is on the exhaust of the original engines. (In addition, we do not work with a complicated mixture). This shows that the main reactions take place in the engine during combustion and not just in the reactor. The latter becomes in this system only a heat exchanger "exhaust flow / water vapor" which preheats the water before it is used in the engine (only a theory, because something can also happen. something else chemically and / or electrically to the reactor). What is striking about this system is the simplicity of implementation and its settings, both of which are accessible to DIY enthusiasts.

b) The advantages of the original system

On the other hand, we can also say that the advantage of the original Pantone system allows the use of all kinds of alternative fuels which will never be able to work on the “original” engines (without the steam cracking refinery system). It therefore has the advantage of being able to pyrolysis all kinds of alternative fuels and even heavy oils (anything that is liquid and carbon-based). Of course, each product has its settings which are not always simple. So, in this system, we have two different very distinct systems, but which complement each other: A mini-steam cracking refinery which transforms the liquid mixture into flammable gas taking its energy from the engine exhaust, and a gasoline or diesel heat engine transformed into a gas engine that instantly consumes the gas created by its refinery.
So we have in a way an on-board refinery that can use any fuel (with good, sometimes complex settings). But it should be noted that on these installations, few people have done consumption tests and sought to optimize the system (unlike the Gillier), therefore, we do not know with certainty what performance is possible. In addition, two technical problems still have to be solved for easy use: The adjustment and stability of the system; the preheating of the system for alternative fuels (for starting) and finally the complexity of the water / fuel mixture (they do not evaporate at the same speed).

c) Water consumption of our systems

The original system requires “a lot” of water, whereas the Gillier requires much less and is much easier to operate. On average, a classic Gillier car assembly consumes between 0,5 and 2L of water per 100km with a normal automobile, but can be very different: A kit (Gillier Pantone type) on sale in France consumes 0,5L every 750km on average and claims to reduce pollution and keep the engine clean, it also claims to save fuel. User testimonials are 10-25%. Link: http://moteurpantone.net/vente.htm et http://www.dieseless.com/performances-e ... carburant/ ) Tractors use up to 4L / h of water, this to show the variety of water consumption.


5) Conclusion

a) Summary of operating principle

The basis of the principle is that one uses rather “abundant” energy losses at the exhaust of the engines to reuse them (steam cracking, vaporization, superheating of the vapors) or to recycle them in useful energy thanks to water. But the main savings and the very extraordinary character of the system is that the superheated water vapor definitely plays a role in the combustion in the engine and revolutionizes it, but is not yet fully explained. The fuel savings are impressive, however, as is de-pollution. A theory that does not contradict any law of physics would like a large part of the energy released by the fuel at the time of the explosion to be transmitted to the water, the latter much better valuing this energy into useful energy, that is, ie improves performance. The water, present in the form of vapor, would be thermally dissociated (H2 and O) at the time of the explosion and would allow faster combustion thanks to the very rapid combustion of its hydrogen, which has become very predominant in the presence in relation to carbon. So in this case, the water makes it possible to make the energy released by the fuel more useful, therefore gives higher yields than the poor original operation: In fact, this yield can double compared to the engine without the system! Moreover, while the theory of water dissociation is questionable, the de-pollution and lower consumption is supported by the fact that the combustion results of these systems contain less or much less carbon dioxide. So we burn less carbon anyway (its combustion gives carbon dioxide) and therefore, less fuel. Likewise, we will theoretically burn more hydrogen (its combustion gives water, which is not a pollutant, unlike carbon dioxide).
In addition, these systems, the original Gillier or Pantone, well adjusted, allow very impressive de-pollution of pollutants such as particles and carbon monoxide, better than today's catalytic converters! This could be explained by cleaner combustion.
The very numerous testimonies of Gillier users who often give standardized pollution controls (technical controls) also prove that the system is cleaned up. We also find the same type of de-pollution on our two systems (less or much less carbon dioxide, less carbon monoxide, less particles, more oxygen). Let the theory be that we find the same reactions in the two systems.
We will also note the possibility of using it on fuel oil boilers which have performances as mediocre as our heat engines (Prototypes of burners have also been built: the-photos-of-burner-pantone-of-mr-david-t2221.html ). Not to mention of course the many possibilities at the industrial level, such as increasing the yields of old flame thermal power plants easily and inexpensively.
In short, on heat engines, water makes it possible to "capture" a large part of the energy produced by the fuel in order to better use this energy as useful energy. In addition, it allows “parallel” uses such as steam cracking, vaporization, vapor superheating.



On heat engines, the reasons for such great fuel economy are:

1. A very positive action of the superheated steam (and perhaps electrified by the reactor) at the time of combustion which considerably "swells" the practical and theoretical efficiency of the engine (plausible theory: thermal dissociation or pyrolysis of water in hydrogen / oxygen thanks to the energy released from the fuel and better return of this energy in so-called useful form). That is 15 to 50% savings!

2. No unburnt: total and therefore “clean” combustion of the fuel, ie all the fuel is used in the engine (not the case with conventional operation which uses the catalytic converter to burn the rest of the fuel. fuel not consumed, and this constitutes wasted energy which heats the little birds!). This is today a certainty definitively proven by the numerous analyzes of de-pollution and the indisputable tests of the engineer Martz (http://quanthomme.free.fr/pantone/martz ... _Martz.htm)
Estimated 5 to 15% savings

3. Recycling of part of the energy lost to the exhaust (“heat pump” effect). The energy efficiency will be higher. (Estimation of 1 to 15% savings at the Gillier and up to 30% at the original Pantone thanks to the direct recycling of the exhaust gases)
PS: This point produces the steam for point n ° 1. In addition to this, it will be noted that the more energy the steam is loaded with when it enters the engine, the less energy it will need to dissociate. So this point is strongly related to the first.


The reasons for such extraordinary de-pollution are:
Point 2 above. The reduction on all pollutants is 30 to 95% depending on the settings. The best results are much better than the results with a recent vehicle with a good catalytic converter. (That is to say much better than current and even future standards on pollution limits!)

Disadvantages of the system:

Legality of the system: It is not always easy to pass the technical control everywhere, because the system is little or not known. In addition, the installation must be clean. (But many did and had technical control)

Operation in cold climates due to frost: Many add alcohol to the water in winter against frost, which works very well.

For the original system only, the difficulty of stable adjustments for given conditions and fuel.

The credibility of the system: Many refuse to believe in such a revolutionary system. "If it worked, it would know!" In addition, we often speak in error of “water engine”, which is false and repels many people.

Incompatibility problem with the expensive antipollution system of recent vehicles (but which can be easily solved by a professional by removing it. Our system being much more efficient replaces in a way the "old" anti-pollution system: Lambda sensors and the catalytic converter!) This problem is linked to the oxygen level in the exhaust which increases with the system and disrupts the Lambda probe. Old vehicles do not have this problem since they do not have a Lambda sensor.


b) Usefulness of the system

Let us now note the extraordinary utility of this "tinkered" invention as it is. Imagine that it is globalized on any heat engine. We would then have about 50% of city de-pollution due to transport pollution, an average saving of 30% of oil in the world for the same consumption of useful energy, and a derisory consumption of non-potable water (water rain, filtered valve water ...) A solution that regulates and revolutionizes energy problems, and a truly protected environment! Not to mention the parallel consequences, such as the better health of city dwellers thanks to this de-pollution.
Who says better ?
Also note that this process has apparently never been really optimized and officially tested by scientific equipment (apart from pollution tests and gas analyzes). What would be the savings in the event of development if we can already easily achieve 30% or even 50% (diesel) savings with good DIY? I estimate them at around 75%, a figure corresponding to Paul Pantone's assertions and to a few testimonials which come close to this figure (engines with several reactors). That is to say the possibility of consuming three times less oil without reducing the useful energy released (ie without “consuming” less energy). This figure should not impress anyone, the current technological level makes it possible to go to Mars, and maybe even to stay there, why not properly modernize a simple process that works thanks to handymen? It should be understood that it is this point that does not please everyone, because this invention is really revolutionary if it is developed.

c) These revolutionary products that annoy

Many will then wonder why an invention like this, so extraordinary, is not yet known and developed, after 13 years of official distribution: Powerful oil lobby against these inventions which buy back the patents filed, longer engine life therefore uninteresting for industry, state fuel taxes therefore uninteresting for the state ...
In addition, there is almost nothing to sell (a very simple invention requiring almost nothing), and a lot to lose, as we have just seen, so no manufacturer is ready to develop the invention, which comes up against a capitalist world where the greed reigns. The catalytic converter is expensive, at least it "pays"! The Pantone reactor is annoying, it's too dangerous because there is a lot to lose, and hardly anything to sell!
I had the opportunity to read a double newspaper article where a town hall tried to publicize the invention, having successfully tested it on a municipal diesel vehicle, and where they came up against a wall and a silence hypocrite of the higher authorities of the state, claiming to do nothing!



Note the use of the steam generator described in this article which represents the modern evolution of the bubbler on Gillier systems, more compact and more reactive, but which does not change the basic principle.
This is one example among many: Many newspapers, many TV shows, radio talk about it, many videos are on Youtube. But nothing is moving. Here, a report of this car: http://lapierreangulaire.free.fr/doc/DopageVitry.pdf (For those interested, search on the site http://quanthomme.free.fr , you will find many different sources there.) Also see these videos: http://www.youtube.com/watch?v=vOLASdOEW2U et https://www.youtube.com/watch?v=_v0aMUMFXgk
In addition, we find on the internet pseudo-scientists who explain that such a system is impossible, the facts are that today thousands of do-it-yourselfers and farmers around the world use this system sustainably and see its extraordinary effects on consumption. and pollution without being able to explain the cause. We protect the environment only if there is something to "eat", and there is nothing to eat and a lot to lose, money reigns, unfortunately!
But having said that, Paul Pantone's Geet business continues to grow and publicize his fabulous invention. Likewise, many ecological associations offer courses and standard models that are easy to build. Some even sell kits ready for assembly and approved. (example: http://www.dieseless.com/performances-e ... carburant/ ou
http://moteurpantone.net/vente.htm ; http://www.ecopra.com/fr/ ).
These links provide products that can be easily installed on any vehicle to save fuel. Two of these, one called the Econokit, the other the Ecopra kit, are a simple version of the Gillier system, but "flanged", since the results of home-made installations (as in our article) are easily achieved. 30% while these official products can only make about 10 to 20% savings. Nevertheless it definitely proves the veracity of the system! A must see ! In addition these kits can be assembled in less than an hour very easily.
The Spad is more of a system for tractors or stationary engines. For those interested, just search the internet for "pantone spad kit" and you can build yourself the Spad, a modern and compact version of the Gillier system.
The system of our article is also the Gillier system, but developed, it is the best for cars, because it is compact and more responsive than the Spad.
The only problem is the mounting at the level (or) Lambda probe (s) of the exhaust on recent vehicles which is not compatible with the homemade system (but the kit for sale does not require any modification). These probes must therefore be eliminated by a professional to be replaced by the system, which is much more efficient.

Game moderated by Flytox. So forum, all subjects can be addressed (except extremes, see regulations of forum) but here it is the mixture of genres (moreover, one not necessarily more interesting than the other) which has been ruled out as detrimental to readability / understanding of words.

[Gaston]

Longest first post record

[Janic]

the conclusion is particular!

[sam17]

+1 for the somewhat special conclusion.

On the other hand, sacred synthesis work !!

[Christophe]

+2 science and religion do not make very good household ...

On the other hand, it was obviously necessary to read Christ..ophe that is to say bibi ...

[pedrodelavega]

Finally, we can compare this invention to Jesus. Few believe in this fabulous divine invention of the Son of God who came to earth 2000 years ago. Yet she works!

Pantone and Jesus ... Not sure that the comparison motivates the scientific and industrial world ...

They still have one thing in common: both were condemned, one came out alive, thank god ... ;-)

[Flytox]

Big compilation work ... work done / posted by others!

Too bad it's a mili melo of the most relevant thing with others of the most controversial. Also, why leave a lot of figures ... without proving / saying anything where it comes from etc ... and this embellished with many free and redundant statements from one paragraph to another .... and finally the apotheosis with Jesus shouts and the caravan passes .....

[Christophe]

Just Flytox, so I suggest a joint correction of this summary, starting with the removal of the "biblical conclusion" ...

As a moderator you can edit the initial message (do not forget to put colors in case of modification)

[Flytox]

Just Flytox, so I suggest a joint correction of this summary, starting with the removal of the "biblical conclusion" ...

As a moderator you can edit the initial message (do not forget to put colors in case of modification)

Given the magnitude of the task ....... ... we will spread this over a few days ... huh ?????

[Christophe]

Well rather than editing the 1st post with an ax, let's copy and paste, let's edit, let's complete each part ... as and when ...

From what I could fly over there is not much for it to be ok.

In the meantime and to complete this "synthesis", I advise readers to read this interview (which is another synthesis) that I had made with Capt_Maloche: https://www.econologie.com/forums/article-ec ... t9612.html