Dry HHO cells are actually a design improvement over the wet HHO cell type. The end result of hydroxy gas is the same in both types – the difference relies on the electrolyte reservoir and electrodes plate displacement.
The wet cell design has the positive and negative electrode plates fully submerged in the electrolyte solution, consisting of water and catalyst.
Wet HHO Cell design disadvantages:
- More heat is generated through the cells
- More current (amperage) is needed
- The positive electrodes (anodes) will corrode more due to the oxygen attacking the metal surface (corrosion).
All these disadvantages are translated into the technical word “inefficiencies.”
More heat generation is produced because the full volume of electrolyte solution is being subjected to a current for the electrolysis process to take place. This additional current generates more heat which eventually becomes steam; meaning that steam is being collected and replacing the hydrogen gas volume.
The second disadvantage is more current is needed for the full volume of electrolyte in the reservoir to perform the electrolysis process. The more current is withdrawn from the vehicle’s charging system, the more fuel is wasted! This is exactly the opposite of what the HHO generator is supposed to achieve.
The third disadvantage is that the anode plates which collect oxygen have the full surface area immersed in the cells and the oxygen collected on these plates of each cell will form oxidization, meaning that they will eventually corrode beyond their limits and need to be replaced.
Dry HHO Cell Design
The dry HHO cell design can be seen as a chamber for each cell. The best way to describe it in words is to imagine a square plate which has a circle approximately ½ to ¾ the width of the square. This circle is the closed chamber where the electrolysis process takes place. This is the first advantage over the wet type.
Each plate of the cell which represents the anode and cathode (electrodes) are sealed by a water-tight gasket, or rubber o-ring. The electrical connections are connected to the outside perimeter of each plate, meaning the connections remain clean and dry. These plates are bolted on together from the dry perimeter edge, using nylon type washers to prevent a shortage of the polarities.
The electrolyte is fed either by gravity or with an additional pump from an external tank (reservoir) that can be placed anywhere in the engine bay. If no pump is used it should be placed higher up than the dry HHO cell system.
Dry HHO Cell Advantages
- Less current implementation for each cell is needed due to the volumetric size of the electrolyte within the closed chamber
- More slim and compact in design which is a major benefit in modern vehicles which all have very compact engine bays
- Less frequent maintenance is needed for the whole dry HHO cell system
- Less corrosion occurs on the anode plates due to the restricted volume of electrolyte solution per second
- Less current means less heat generation, which can turn into steam – inefficiency
Dry HHO Cell Disadvantages
- The whole dry HHO cell needs to be fully dismantled for clean up and maintenance such as gasket seal replacements of each cell – which results in more time compared to wet HHO cell maintenance
- Plates have to be more accurate in alignment dimensions of holes for maximum efficiency
- Slightly more expensive to produce compared to the wet type design
Dry HHO cell design has differed slightly from various experimenters who ended doing the R&D through their own initiative. Some have produced outstanding quality kits and are being produced on a small-scale production level.
Overall, the best performer should be chosen when deciding to purchase a ready-made kit which consists of the least amperage withdrawal for the equivalent of ½ a liter of HHO gas (hydroxy gas) for every 1 liter of the engine’s capacity.
This ensures you are not over-producing HHO gas which is excessive for the engine’s capacity with the least current withdrawal. Excessive current withdrawal not only generates additional heat but has to be backed up from the engine’s charging system using more idle revs per minute – which is the opposing principle of this fuel saver in the first place.