HydroBoost™ on-site hydrogen

Hydrogen made at the engine. Combusted in ICE the moment it’s made.

HydroBoost produces hydrogen and oxygen from water, right at the engine, using the engine’s own electrical power. Nothing is compressed, stored or trucked in. The hydrogen gas goes directly into the air intake and improves how the existing fuel burns, on gasoline and diesel.

Measure it on your generator in 7 days Read the published research

Up to 12%better fuel economy, gasolineAt low to moderate engine load. Peer-reviewed, SAE Int. J. Engines 2025; tested at Roush Industries.

Up to 13%lower fuel use, dieselEMD 16-645 diesel, 1,850 hp, at 75% load. EPA-monitored test.

Up to 24%higher engine efficiencyLow-load cruise, EPA FTP-75 phase 2. 2024 Chevrolet Equinox at Roush Industries, all runs.

10,000+hours of in-house testingOn a wide range of gasoline and diesel engines.

HydroBoost unit installed beside a diesel generator at a power site — **One unit per engine, beside the generator.** Water in, hydrogen and oxygen out to the air intake. Illustrative render.

A different hydrogen supply chain

We skip everything between the hydrogen electrolyzer and the engine

Most hydrogen projects need a central plant, high-pressure storage and a delivery network before a single engine benefits. HydroBoost removes those steps.

Conventional hydrogen

Central production plant→Compression to 350–700 bar→Truck or pipeline→Pressurized storage→Dispensing

HydroBoost

Water + engine power→On-board cell→Engine air intake

Works where the engine is

Remote well pads, construction sites, back-up power plants, trucks. No hydrogen infrastructure is needed on site.

Retrofits existing engines

The unit connects to the air intake and the electrical system. The engine and its fuel system stay as they are.

Controlled by the engine

The controller sets the cell’s electrical input from engine operating data and the electrical system, so gas output tracks demand and the unit’s own power draw stays in check.

Exploded view of the HydroBoost system: solution reservoir, circulation pump, electrolysis cells, controller and expansion tank — **The system.** Solution reservoir, pump, electrolysis cells and an engine-responsive controller in stackable hard-shell cases. Illustrative render, not to scale.

Exploded view of one HydroBoost electrolysis cell: end plates, gaskets, electrode plates and electrolyte chambers — **The cell.** Water splits into hydrogen and oxygen between the plates. Plate count scales with the engine. Illustrative render, not to scale.

Measured results

Tested on gasoline and diesel, with fuel reductions on both

Every figure below names the engine, the test and the source, so your engineers can check it.

Up to 12%fuel economy improvementGasoline (Tier 3 regular, 87 octane). 11.2% on the highway cycle, 8.4% across all four phases.

Engine: 2024 Chevrolet Equinox, GM 1.5 L turbocharged I-4
Lab: Roush Industries emissions laboratory, Livonia, Michigan, with an EPA representative present during testing
Cycles: EPA FTP-75 (three phases) and HWFET highway cycle; repeated baseline and HydroBoost runs
Method: Fuel economy calculated from engine data (mass air flow, lambda, fuel trims). Net of the unit’s own electrical load.
Source: Sherman & Singh, SAE International Journal of Engines 18(7), 2025, peer-reviewed

Test phase	Gasoline mpg	+ HydroBoost mpg	Change
Phase 1, cold start	27.1	29.4	+8.6%
Phase 2, stabilized	28.9	30.2	+4.6%
Phase 3, hot start	30.0	32.5	+8.6%
HWFET, highway	42.3	47.1	+11.2%
Overall	33.9	36.7	+8.4%

Up to 24%higher engine efficiencyGasoline. 2–6% across the full EPA city and highway cycle.

What it means: The engine turned more of its fuel into useful work. Efficiency is work delivered (to the wheels and to the electrical system) divided by the energy in the fuel burned.
Engine: 2024 Chevrolet Equinox, GM 1.5 L turbocharged I-4, Roush Industries emissions laboratory, December 2024
Data: Every baseline and HydroBoost run, whole test phases. Fuel from the engine’s own mass-air-flow and lambda sensors, logged ten times a second; work from the dynamometer.
Range: Low end assumes a perfect alternator, high end a typical 60% alternator

Test phase	Baseline	HydroBoost	Change
Phase 1, cold start	13.1%	13.5–14.0%	+3 to +7%
Phase 2, low-load cruise	8.7%	9.8–10.9%	+12 to +24%
Phase 3, hot start	14.8%	15.4–16.0%	+4 to +8%
HWFET, highway	27.1%	27.3–27.7%	+1 to +2%
Full cycle	18.0%	18.3–19.0%	+2 to +6%

Up to 13%less diesel fuel at the same power−13.0% at 75% load, −11.6% at 50%, −6.1% at 100%. Measured in gallons per hour.

Engine: EMD 16-645, 16-cylinder, 1,850 hp locomotive diesel
Test: Dynamometer, with and without HydroBoost at matched power output. EPA-monitored. Tested in 2017.
Method: Direct fuel consumption (gallons per hour) at equal dyno horsepower

EMD 16-645 sixteen-cylinder locomotive diesel mounted on the test stand — The EMD 16-645 test engine on the stand, and the test crew during the runs.

Test crew at the EMD 16-645 during the dynamometer test — The EMD 16-645 test engine on the stand, and the test crew during the runs.

EMD 16-645 cylinder liner air ports before HydroBoost, coated in carbon deposits — **Inside the same engine.** Cylinder liner air ports on the EMD 16-645, before and after running on HydroBoost. Years of built-up deposits were largely gone within days. Field observation from the test program; deposits were photographed, not measured.

The same cylinder liner air ports after running on HydroBoost, deposits largely gone — **Inside the same engine.** Cylinder liner air ports on the EMD 16-645, before and after running on HydroBoost. Years of built-up deposits were largely gone within days. Field observation from the test program; deposits were photographed, not measured.

Load	Dyno hp	Without, gal/h	With, gal/h	Change
50%	849 / 851	64.0	56.6	−11.6%
75%	1,272 / 1,274	82.0	71.3	−13.0%
100%	1,699 / 1,702	106.0	99.5	−6.1%

Diesel exhaust, same runs

Emission	50% load	75% load	100% load
Nitrogen oxides (NO_x)	−50.6%	−73.4%	−55.8%
Carbon monoxide (CO)	−66.7%	−75.0%	−66.7%
Carbon dioxide (CO₂)	−12.3%	−13.3%	−15.1%

−25%NO_x on gasoline, all-runs averageBest single run −33%. Every emission we measured came down: hydrocarbons, CO, particulates, methane and N₂O.

Vehicles: 2023 Ford F-150 (EPA 511 program) and 2024 Chevrolet Equinox, Roush Industries emissions laboratory, standard EPA bag sampling
Reading it: “Average” compares every HydroBoost run with every baseline run in that test phase. “Best run” is the single strongest HydroBoost run in the same phase.

Emission	Vehicle, test phase	Average	Best run^*
NO_x	F-150, city cruise	−25%	−33%
N₂O	F-150, city cruise	−36%	−38%
N₂O	Equinox, cold start	−14%	−59%
Methane	F-150, city cruise	−15%	−18%
Non-methane hydrocarbons	F-150, hot start	−26%	−38%
Total hydrocarbons	F-150, hot start	−19.5%	−26%
Particulate matter	F-150, hot start	−14%	−25%
Particulate matter	F-150, highway	−11%	−26%
Particulate matter	F-150, full city cycle	−9.5%	−17%
Carbon monoxide	F-150, hot start	−8%	−24%
Carbon monoxide	Equinox, hot start	−11%	−17%

Total volatile organic compounds (TVOC) in the exhaust

Test phase	Baseline (ppm)	HydroBoost (ppm)	Change^†
Phase 1, cold start	1.60	0.53	−67%
Phase 2, city cruise	0.51	below ambient	−100%
Phase 3, hot start	0.40	below ambient	−100%
HWFET, highway	0.75	0.07	−91%

^*Best run is selected data: a single sample reading, not an average. ^†TVOC: sample readings from one baseline test and one HydroBoost test on the 2024 Chevrolet Equinox at Roush Industries (December 2024), net of ambient air, measured with a GrayWolf DirectSense PID meter; also reported in SAE Int. J. Engines 18(7), 2025. Your results depend on engine, load and duty cycle. City cruise = EPA FTP-75 phase 2; hot start = phase 3; cold start = phase 1.

Why we calculate fuel use from engine data

The EPA’s standard fuel economy number is worked out from the carbon in the exhaust. That calculation assumes the engine is breathing ordinary air and burning only its normal fuel.

HydroBoost adds hydrogen and oxygen to the intake, so that assumption no longer holds. There is no standard test procedure written for hydrogen-augmented fuel.

What we do instead

We calculate fuel use from what the engine actually measures: mass air flow, the air-fuel ratio (lambda) and fuel trims, all logged during certified lab runs. The method and its results passed peer review at SAE International Journal of Engines.

On a working engine, the simplest proof is to weigh the fuel. That is what our 7-day trial does.

Independent peer review

Published in two international engineering journals

Both papers went through independent peer review before publication. Read the full abstracts below, buy the full text from the publisher, or ask us for a copy.

2025SAE International
Journal of Engines
18(7)

Assessing Engine Dynamics, Fuel Efficiency, and Emission Characteristics with HHO-Enriched Fuel: A System-Level Evaluation of a HydroBoost™ Technology

Sherman, G. and Singh, A. · doi:10.4271/03-18-07-0042 · published 8 November 2025

Tested the current HydroBoost system on a 2024 Chevrolet Equinox at Roush Industries over the EPA FTP-75 and HWFET cycles. Reports an 8.4% overall fuel economy improvement, a net fuel saving after the system’s own electrical load, and lower exhaust TVOC in all four phases. Five of the seven engine parameters studied changed significantly.

Abstract
In the present work, the effect of HHO addition to gasoline was investigated using HHO produced via the HydroBoost™ electrolysis technology—a system specifically designed to overcome the limitations of conventional electrolysis methods, such as electrode degradation, low efficiency, and safety concerns. Engine performance, fuel behavior, and emission characteristics were evaluated both with and without HHO enrichment. A comprehensive four-phase testing protocol was adopted to simulate various real-world driving conditions. Through a multi-parameter assessment—including fuel economy (FE), engine response under different load conditions, fuel savings accounting for parasitic load, total volatile organic compounds (TVOC), and greenhouse gas (GHG) emissions—it was demonstrated that HHO addition significantly enhances both the performance and emission characteristics of a gasoline-powered internal combustion engine. Statistical significance of these parameters was assessed across four phases, with five of the seven parameters found to be significant. Combustion enhancement leads to reduced fuel mass consumption and improved energy utilization, demonstrating an overall improvement in system efficiency, while maintaining mass balance. These findings are particularly important as they validate the real-world viability of using HHO produced from an improved and safer electrolysis system.

Buy full text (SAE)Request a copy

2023International Journal
of Hydrogen Energy
48(38)

Fuel efficiency and emissions reduction of hydroxy added gasoline fuel using HydroBoost technology

Sherman, G. and Singh, A. P. · doi:10.1016/j.ijhydene.2022.12.316 · pp. 14511–14526, 1 May 2023

The first peer-reviewed study of HydroBoost, on an earlier generation of the system. Analyzed hydrocarbons, methane, NO_x, CO₂ and fuel economy across the four EPA test phases.

Abstract
In the present work, using the preferred version of an electrolyzer technology, performance and emission characteristics of HHO added Gasoline is investigated. The present work is based on the results obtained from EPA Ford, USA and SEMA, USA. Based on SEMA results using EPA protocols, a comparative analysis of Total Hydrocarbon (THC), Methane (CH₄), NO_x, CO₂, MPG emissions in four phases is performed and remarkable differences in performances is observed. The produced Hydrogen and Oxygen gas in the stoichiometric ratio of water are added to the air intake of the engine creating an air-fuel mixture during combustion of the IC engine giving SEMA results, following the EPA protocols, that are indicative of better performance resulting from the preferred version of the electrolyzer technology. BSFC (Brake Specific Fuel Consumption) is reduced by up to 14% and the overall emissions of HHO added gasoline are reduced by up to 14% for CO₂, up to 72% for Total Hydrocarbons, up to 69% for Methane, up to 48% for NO_x in relation to bare gasoline fuel. The present technology enables hydroxy gas to be produced on board the IC vehicle without creating an undesirable amount of parasitic loss or hazard, which can be immediately deployed to lower both BSFC and emissions including greenhouse gasses such as CO₂.

Buy full text (Elsevier)Request a copy

Cited by other researchers

Hydrogen and engine researchers have built on our 2023 paper, including:

A 2024 study in the International Journal of Hydrogen Energy on HHO in a diesel engine running diesel-biodiesel blends
“Impact of Hydrogen Mixture on Fuel Consumption and Exhaust Gas Emissions in a Truck with Direct-Injection Diesel Engine,” Energies 16(11), 2023 (read)

Where it fits

Built for engines that run for a living

Best first test

Generators and data centers

Prime, continuous and back-up power. Steady load makes the saving easy to measure, which is why our 7-day trial starts here.

Oil & gas

Field power and pumping

Well-site generators and frac support in remote basins, where fuel is trucked in.

Industrial

Facilities and pump fleets

Dewatering and water pumps, compressors and stationary engines that run long hours.

Marine

Vessels and port equipment

Main and auxiliary engines, workboats and harbor craft.

Rail

Locomotives

Large-bore diesels like the EMD 16-645 we tested.

Mobility

Trucks, cars and off-road

On-road fleets, construction and agricultural equipment, on gasoline and diesel. For vehicle makers and Tier 1 suppliers, HydroBoost is available to license.

Concept truck unit: three-cell bundle, solution reservoir, controller and pump on a frame or cab mount — **Truck unit concept.** Two to three cells on the frame or behind the cab, no body modification. Concept render.

Concept car unit: single cell, controller and pump, and solution bottle under the hood — **Car unit concept.** A single cell under the hood with a washer-style solution bottle. Concept render; not yet built.

7-day fuel trial

See the saving on your own generator in one week

There is no standard certificate for fuel savings from hydrogen-augmented fuel. So we measure it on your engine, with your fuel, and you keep the data.

Day 0

Day 1

Day 2

Day 3

Day 4

Day 5

Day 6

Day 7

Without HydroBoost (baseline)With HydroBoost

Day 0

Install and meter

We fit HydroBoost and a fuel scale or calibrated flow meter, and log the generator’s electrical output from its controller.

Days 1–3

Without

Normal running with HydroBoost off. Fuel and kWh are logged as the baseline.

Days 4–6

With

HydroBoost runs on consecutive days, which lets the hydrogen clean up the engine as the test goes on.

Day 7

Report

You get fuel per kilowatt-hour for every day, the without-versus-with difference and the full raw data. You keep the data.

Intellectual property

Patented history, patent-pending present

Pending

Controlled electrolysis and hydrogen transport systems and methods

U.S. application filed October 2026

Covers the current HydroBoost system, including:

Hydrogen-and-oxygen gas delivered to the engine’s air intake with no compressed hydrogen storage
Engine-responsive control of the cell’s electrical input
Electrodes that maintain their own surface during service, for long life
Gas and liquid handling between the cell and the engine

Issued

Earlier system designs

U.S. Patent 8,082,890 · U.S. Patent 8,459,214

Granted for earlier generations of the system. The pending application covers the current technology.

Book a trial

Tell us about your engine

We reply within two business days with whether your site qualifies for a 7-day trial and what it involves.

Emit-Less LLC 250 Royal Palm Way, Suite 202C Palm Beach, FL 33480 inquiry@weemitless.com