As Andrea Rossi’s Hot Cat and industrial E-Cats enter use into limited use, the general public is still in limbo awaiting reports from the independent third parties responsible for testing these units. But, that does not stop the excited speculation about applications for this clean power. The most commonly discussed application for E-Cat power is in the automotive industry. Specifically, people want their personal autos to run on LENR power. Steven Karels, a frequent poster to Rossi’s blog, Journal of Nuclear Physics, has been exploring the topic for some time.
Rossi has always said that applications for LENR powered autos are at least 20 years away. Recently, on his blog, Rossi responded to questions from Karel:
“About cars I am very convinced that we will not see applications to cars before 10 years. A car maker I had a meeting with and with whom I have an NDA alive explained to me why it will take 20 years before seeing this tech on the cars, and he has been convincing.”
Of course, most fans of LENR are skeptical of that time frame. The general opinion is that once the units are available to the general public, it won’t take long for individuals to adapt them to motorized vehicles.
Karels suggests that with an E-Cat to charge the batteries, car owners will be able to use smaller batteries. According to Karels:
“If the eCat average COP can approach 12, and the direct thermal-to-electricity efficiency can exceed 15%, then a solution might occur. This could result in a smaller sized battery that has less environmental impact – smaller battery means less impact in fabricating the battery.”
We might add that smaller batteries will also be less waste in landfills, and less threat of pollution to the water table.
In Karels model, the E-Cat will work continuously, charging the auto’s battery. When parked at home, the excess energy could be used to power the needs of the household. The difference between an E-Cat/battery powered car and a hybrid is that the gasoline engine only runs when it’s necessary to charge the batteries, which are much larger than those that would be required by an E-Cat.
In addition, Karels estimates that electric vehicles use about 100kWh for every 100 miles they travel. He estimates that 40 of Rossi’s 10kW E-Cats could supply that kind of power, with 25% excess necessary for charging the batteries and running the air conditioner and radio, and other electrical systems.
While Rossi seems convinced by his automotive connection that implementation in the market will take years, there are those scientists and inventors who will make it happen. One of the biggest drawbacks, according to Rossi, is certification. Certification of the domestic models takes so long in some respects, because untrained, general citizens will have access to the units. How much more so would this be difficult if the units were put into vehicles that propel them forward on roadways?