We'll try to keep this current...  Please forward recommendations and corrections to faq@hugrsystems.com

HUGR - What are you doing?  And why?

HUGR spent three years authoring a comprehensive plan.  Our goal:  First to the consumer's garage.  After analyzing the efforts of Ford and Rockefeller, unique characteristics surfaced.  The Model T was a non-critical application.  If is was broken the horse was saddled.  Although it is inconceivable by today's standards, life didn't end if the Model T quit.  Fuel was originally sold through the local grocery.  And ironically, the first fuel of choice for Ford was ethanol. 

The outcome of the Ford/Rockefeller effort set the stage for an amazing era of industrialization.  Americans - and to a lesser extent - the world is dependent on the many offspring of the Model T:  trucks, ambulances etc.

A return to a non-critical application like the Model T would help diversify our fuel sources at the consumer level.  When all Americans participate we accomplish amazing things.  Alternative fuels in the consumer's garage are currently difficult to imagine - unless we aim at something other than the car.  Here are the requirements:

Didn't take long to cipher this out.  Lawnmowers are notorious for pollution.  They tend to be unreliable and are frequently replaced.  And the industry has not seen any real improvements in technologies for years.

Diesel is a fuel-injected, compression ignition, internal combustion engine.  What does this mean?  There are no spark plugs or ignition systems.  There is no carburetor, the largely un-calibrated fuel delivery system responsible for a large share of the harmful emissions. 

Diesel requires heavy duty construction - specifications that will last years longer than comparable gas engines.  In fact, the EPA demands that gas fired engines be tested just after break in and again at 33 hours or one third the expected life.  Easy math here:  The engine is designed to live 100 hours.  Or, if you cut once a week X one hour, the engine can fail in two to three years.

Same requirement for the Diesel.  However, the one third life test takes place at 999 hours.  The engines are designed to last at least 3000 hours.

This is not a rule, it is the law.  More easy math: A HUGR Diesel mower could last 60 - 90 years!  The deck would probably need to be replaced.

Biodiesel - Where do I buy it?

The Nation Biodiesel Board (www.nbb.org) is a wealth of information on all things biodiesel.  Here is a direct link to their page that notes the availablity:  http://www.nbb.org/buyingbiodiesel/guide/

Biodiesel - How can I make some?

HUGR does not endorse home made brewing of biodiesel.  This is solely because methanol is typically used in the process.  Methanol is a dangerous fuel source - you cannot see it burn.

We took great care to protect our families and homes.  Our first "production lab" was actually an 8 X 20 cargo trailer with powerful exhaust fans.  Here's a picture:  HUGR Lab

For those that are still committed:  www.journeytoforever.org  These folks have excellent resources and provided much of HUGR's first guidance over five years ago.

Where do I buy HUGR Equipment?

Currently we are hampered by strict EPA regs that demand the following of alternatively fueled engines:

Where we stand:  It will cost over $500,000 to tool our patented fueling system and test the emissions of our engines.  Unfortunately the best "approval" of our plan and technologies was an email that offered us a chance, but reserved the EPA's right to change it's mind. 

Are the HUGR units available outside the US?

We are currently working on delivery outside the US.  We have indications that the mowers will be available pretty much everywhere except the US next year. 

Is HUGR a public company?

We adamantly want anyone interested to be able to participate.  Stay tuned.

What can I do to promote small biodiesel powered equipment?

Ask your major retailers for alternatively fueled equipment.  They in turn will ask their mower etc. providers for HUGR engines and other such solutions.  The American consumer is the most powerful voice for change.  HUGR's plan puts alternative fuels within your reach.  But don't limit your voice to HUGR - find those who have reasonable, tested plans and speak out.

Can I convert my vehicle to run on biodiesel?

If you have a gasoline fired engine - no.  The vehicle needs to be a Diesel.

Will my Diesel run on biodiesel?  Yes.  There are no exceptions here.  And there is no conversion required.  Any Diesel will run on biodiesel.  One note of caution:  Older engines may have gaskets and hoses and pumps that are susceptible to biodiesel's powerful solvent properties.  Viton hose is an excellent replacement for rubber or silicon hoses.  The pump can be rebuilt with Viton o-rings and gaskets in order to mitigate failure.  Newer Diesels are usually built to tolerate biodiesel, but check with your engine manufacturer to be certain.

Are biodiesel and waste oil the same?

This is a dangerous misconception. 

Further, engines can suffer coking and gumming which leads to sticking of piston rings due to multi-bonded compounds undergoing pyrolyses. Polyunsaturated fatty acids also undergo oxidation in storage causing gum formation and at high temperatures where complex oxidative and thermal polymerisation can occur. (http://journeytoforever.org/biodiesel_TDI.html)

Waste oil has many components that pose danger to Diesel engines.  First, glycerin commonly used to make soaps and cosmetics represents approximately 10% by volume of the waste oil.  It is a gummy/tarry substance that does not burn well in Diesel engines.  It glazes the rings, reducing compression.  This is removed from biodiesel.

Water is prevalent in waste oil.  It is largely unseen as it is molecularly bonded to the oil usually as a result of extended periods at high temperatures.  As the waste oil burns in the cylinders, the water gets left behind and may condensate.  After the engine sits and cools, the heads are exposed to incredibly high pressures as the piston tries to compress the water.  Something has to give and it is usually the head, head gasket or the block.

Last, waste oil is laden with free-fatty-acids.  These are not found in virgin oil; they are a byproduct of the frying process.

Again these are removed in biodiesel, but left behind in an engine, these acids may speed corrosion in the cylinder wall, and because of cold start blow-by they can wind up in the crankcase where they can deteriorate bearings etc.