Chapters on the SuperCarb

1 - The Process

email author of himac website J Bruce McBurney.

After researching and experimenting into the idea of vaporizing carburetors, the simple idea of heating the fuel to boil it, to obtain fantastic mileage improvements.

I came to understand this secret of cracking the gasoline down into smaller hydrocarbons and why it really could yield unbelievable gains. I try explain this idea as best I can. I am a mechanic not a writer so please be patient and read all the way through, that this idea can go on to all of our benefit.

Our engines burn fuel in a cylinder that generates heat that exerts pressure on a piston, which is connected to a crankshaft that rotates to produce motion power.

The type of fuel used dictates the amount of propulsion (useful energy) and heat (wasted energy) generated. A fuel that explodes generates more propulsion and less heat than a fuel that burns.

Describing the two basic types of fuels used in bombs, percussion and incendiary, will help explain this concept. A percussion explosion will destroy a brick building but not generate much heat or fire. An example is nitroglycerin, used to extinguish oil fires. The dynamics of the explosion chases the flame front or heat of the combustion far enough away from the oil without generating more heat.

This uses the oxygen completely and pushes the heat away so that the oil doesn't re-ignite. Percussion explosives have a singular specific boiling point, and the molecular structure of each molecule is identical causing the fuel to react together and immediately. This is the type of reaction used in any supercarb process. It causes the dynamic motion action which generates greater pressure with much less fuel and generates much less wasted heat. It has been noticed that these systems ran much cooler even to the extent that a man named Pogue ran a car with no radiator system for an extended time with no engine damage using his system.

Incendiary fuels burn and generate heat slowly causing a building to catch fire and burn. The flame front is slower, and doesn't cause the dynamic explosion of a percussion fuel. Incendiary fuels are made up molecules of many different sizes having a wide range of boiling points and a greater variance in molecular structure. These react slower in burning in progression as they reach different boiling points. Only vapor burns.

Any liquid must become vapor before it burns. This is the process used in today's cars. It causes more heat to be generated and not as much pressure for dynamic motion.

This requires more fuel to achieve the motion produced. Today's gasoline has a boiling point ranging from 130 degrees to 430 degrees Fahrenheit or 54 degrees to 221 degrees Celsius.

When ignition occurs, the lowest boiling temperature fuel burns first and the heat from it is used to boil the next higher boiling temperature fuels.

So that they can burn the up the levels of the fuel to push the piston down then when the exhaust valve opens and the fuel continues burning in the exhaust system.

When applying this understanding to any of the many supercarb systems over the years, there were two basic ways that achieved the percussion type reaction to power the engine more efficiently.

Both basically vaporize the fuel. The first and easiest is fractionalization which distills the fuel and burns each level of it simultaneously because each level will consist of similarly sized molecules.

Vapor systems that recirculated fuel work on this principle. The problem here is that the fuel that boils over 350 degrees Fahrenheit is left unused in the tank.

If it is a water heated system then more fuel will be left depending on the vacuum and the highest temperature of their unit.

Thermal Catalytic Cracking (TCC) is the other method and is the more efficient of the two. TCC causes the molecular structure of the entire fuel to be changed by breaking the larger multiple carbon molecules into much smaller singular carbon molecules.

The entire fuel is then made up of similar small molecules. You get methane and methanol and all the molecules now have comparable and much lower boiling points.

When it ignites, it burns completely and instantaneously and the energy is transformed more efficiently with a smaller charge. This cracking action uses all the fuel instead of leaving leftover high boiling point fuel that normally burns in the exhaust pipe or is reburnt in regular exhaust catalytic converters if enough oxygen is present.

If not it just goes out unburned to pollute out air. The car companies converter does help for reduced pollution some, but the energy is wasted heat and isn't moving you down the road.

What is basically happening with any successful supercarb system is that the fuel is being converted completely into vaporous natural gas and methanol before getting detonated in the engine. There is a distinct advantage to this over the standard system used in today's natural gas powered vehicles.

That system pre-stores the natural gas in very high pressure tanks that could cause very large explosions when ruptured.

Also a natural gas system can not recover waste heat as much in that TCC is an endothermic reaction. This reaction can take waste heat energy and change it back to chemical energy, specifically, the molecular weight of the water into hydrogen and alcohol as fuel.

Also a water injection system is used to quench the explosion and the pressure expansion characteristics of steam help to keep the engine running even cooler and more efficiently.

Some previous attempts to produce high efficiency carburetors used one or both of these processes, but usually did not run very long.

It was not realized by the builders of these vaporizing systems that the metal of the vapor chamber itself was acting as a catalyst.

These systems soon lost efficiency because additives in gasoline coat the metal of the vapor chamber and prevent the catalytic action from taking place.

Since previous inventors didn't realize what was actually taking, place they were continually mystified by their system's apparent failure after a certain amount of running time.

Others have been aware of intricacies of the system for a good many years but for various reasons have kept quiet about what they know.

It is interesting to note that lead was not added to gasoline until the time of the Pogue carburetor in the l930's. Also, understand that to eliminate the ping or knock in an engine you eliminate the larger high boiling point hydrocarbon fuels, the diesel end.

Ping or knock is caused because under compression, the larger molecules are forced too close to oxygen causing spontaneous ignition, burning before the top dead center and spark plug firing timing.

The smaller the molecule the greater the octane rating, the high test fuels just have more of the fuel that boils at lower temperature and a lower top boiling point. 380 degrees instead of 430 degrees for regular fuel.

Natural gas has an octane rating of about 120. this means you can run a higher compression

Now let me give you the short run of the years of frustration I went through with our patent office. The following patent is classed as public domain, because just at the time I was publishing my book and filing my patent, the laws were changed.

The Patent Office put me on hold due to some regulation and by the time it was looked after, it was too late. I did know the laws and had done as I was supposed to, but the law was changed and that was that.

I appealed twice and my only option was the Supreme Court and that cost mega bucks. I could not afford to chase anymore and did not think they would ever patent it anyway. I was told they did not want it, so here it is, see what you think.

What follows now is a more specific description of the process taken straight from my patent application, complete with diagrams.

Included is an explanation of my original innovation of a replaceable catalyst container with increased catalyst surface area. This was filed November 3, 1989

ABSTRACT

In the conventional carburetor process in the internal combustion engine, a mixture of air and fine gasoline droplets are produced for combustion. In this invention the gasoline is catalytically converted to small molecular, light hydro carbons, methane and methanol which are then mixed with air for combustion.

The new carburetion process improves internal combustion engine efficiency and greatly reduces atmospheric pollution.

Disclosure Specifications

This invention relates to a carburetion Process for the internal combustion engine.

In the internal combustion engine a mixture of air and fine gasoline droplets are drawn into the cylinders where it is exploded to provide propulsion power. the gasoline droplets are converted to gasoline vapor by the explosion initiating sparks in the cylinders. This conversion is one source of internal combustion inefficiency, the gaseous products of the explosion and combustion of the gasoline vapor are major contributors to the pollution of our atmosphere.

I have found a process for vaporizing the gasoline droplets before they enter the cylinders of the internal combustion engine, for mixing the gasoline vapor with water vapor and foe converting the gasoline and water vapor mixture over a catalyst into a mixture of low molecular weight Hydro carbons methane and methanol.

The methane and methanol then mix with air and this low molecular weight hydro carbons, methane and methanol is then drawn into the cylinders where it is exploded to provide motive power more efficiently.

The gaseous products of the explosions and combustion of the low molecular weight/hydrocarbons methane and methanol are minor contributor to the pollution of the atmosphere.

In drawings which illustrate embodiments of this invention, figure 1 is an elevation partly in section of one embodiment of the process, figure 2 is a top view of this embodiment and Figure 3 is a cross section of this embodiment as viewed from the top. Drawings for Figures 1 and 2 found on page 9 and 10.

1 Is a fuel injector that is fed by 12 which injects gasoline droplets into a mixer block 2 where the gasoline droplets are mixed with steam produced in the coil 3 that is heated by hot exhaust gases which enter the steel heater 4 at 5 and which leave heater 4 at 6.

Water enters coil 3 at 3, is converted to steam in coil 3 the flow rate of the steam is controlled by the steam control valve 7 and the control flow of steam is heated further and injected into and mixed with gasoline droplets in the mixer block 2.

The mixture of steam and gasoline droplets pass into coils 8 which are made from tubing. These coils are also mounted in heater 4.

The heated mixture of steam and gasoline droplets become a mixture of steam and gasoline vapor which then enters the catalyst bed 9 which contains fine metal catalyst shavings and which is separated from heater 4 by a thermally conducting lubricant.

The catalyst bed is easily removable, for catalyst regeneration or replacement at the connector blocks 11.

The heated mixture of low molecular weight hydro carbons, methane and methanol, which are produced in catalyst bed 9, exit at 10 to be mixed with air for combustion.

CLAIMS

The embodiments of the invention for which an exclusive property or privilege is claimed is defined as follows: 1. The vaporization of gasoline droplets by waste heat from the exhaust gases of an engine to increase the efficiency with which chemical energy stored in gasoline is converted into propulsion power.

2. The catalytic conversion of a mixture of water and gasoline vapor to small molecular weight hydro carbons, methane and methanol.

3. The combustion in the internal combustion engine of a mixture of air, small molecular weight hydrocarbons, methane and methanol to produce less pollution of the atmospheric environment.

4. A process for generating methane and methanol for use in an internal combustion engine generated from gasoline and water by passing them over a catalyst heated by exhaust gases.

5. pre carburetion system consisting of a series of tubing and catalyst bed heated by exhaust gases to regain this heat energy into further cracking of a liquid hydrocarbon and water into a lighter more aromatic hydro carbon and methanol.

This is from a Caveat I filed, November 10 1987. { A Caveat is a preliminary Patent application designed to register an idea before perfecting and filing a completed patent application.}

This system will change the molecular structure of a hydro-carbon, and water into a finer compound state, methane or natural gas and methanol.

Using a iron particle catalyst cartridge, vaporous gasoline and steam will be regulated into the cartridge then flow into a further heated coil to allow time for the hydro-carbon to crack into a smaller molecules this finest state, natural gas and methanol.

This will align and lower the boiling point of the fuel for greater efficiency. Using heat from exhaust and electric energy from auxiliary generation, the iron will be maintained at a temperature of about 500 degrees C. Thermistors will monitor the temperature to input to a computer to control electric elements on cartridge.

Catalyst cartridge will require replacement as iron surface is poisoned out.

The gasoline and water feed lines will be preheated by coiling them around the exhaust pipe and insulating with foil and fiberglass.

The gasoline will be controlled by fuel injection into a vaporizing coil maintaining a temperature 350 degrees C to maintain a complete vaporous state. The steam will be passed through a liquid trap to insure only vapor steam entering into iron catalyst cartridge.

The main structure is cylindrical with center area access for catalyst cartridge replacement. The cartridge cylinder is directly exposed to electric elements and heated surface of exhaust gases.

It will be filled with a catalytic material, a metal as steel, iron. Experimentation will produce a better catalyst. It will have two fittings one for input and one for output and will be baffled inside to allow greatest surface use and time exposure.

The output of the system will be connected to a cooling coil then regulator for flow to engine. On the outside of the exhaust heat exchanger the coil for the gasoline vaporizer stage will be wrapped, also the liquid trap may be mounted on the end.

When the steam and gasoline vapor enter the iron chamber the water is broken down, the oxygen forms with the carbon, creating methanol the hydrogen forms with hydro-carbon, cracking it into the finer form, natural gas.

The entire unit except the cartridge should be made of stainless steel, for safety and long life. This system could work also with a standard carburetor or fuel injection for the warm up cycle with an automatic temperature sensing thermistor to automatically switch the system to natural gas production when proper operating temperature is obtained.

This system will work and should be more efficient than the standard carburetor, as the reaction is endothermic. Regaining the wasted exhaust heat energy back into the fuel which now is natural gas and methanol that should give a more complete burn in the cylinder for more propulsion power.

The compression ratio will be increased and the timing changed to enhance the burn of the new fuel for greater efficiency. The water gas explanation as found in the dictionary is one of the basis for this system. The formula: C + H2O = CO + H2 Using the presence of a catalyst and pressure and using a hydro-carbon as gasoline there is an efficient conversion at a lower temperature than required with the pure carbon.

The formula will approximately be as C8H16 + H2O = CH3OH + C1H4. I have attached drawings of the later designed system.

According to the many patents and books on these, most did not recognize that it was accomplished by more than just vaporizing or boiling the fuel.

In most every instance sabotage or suppression has blocked the research and development needed to get it to our market. There are records that show the oil companies now own many of the applicable patents.

I have also found that if the oil companies do not own the patent then T.C.C. was not understood by the inventor and could be easily sabotaged by gasoline additives. Therefore they did not have to buy the idea,

They just would let the additive poison the system leaving the inventor wondering why it did not work any more. His invention still was boiling the fuel but with no mileage gains like when it was new.

The world's oil companies are very wealthy institutions that wield incredible amounts of power. Behind the scenes power brokers can create fuel shortages to choke out independent operators and increase profits.

Their power is legendary. Much has been written about The Seven Ugly Sisters as they've come to be known. These top seven international oil corporations have helped control the political agendas of many of the most powerful governments of modern times.

Everything from wars to ecological disasters have been the results of their greed. Abuses of their power have been documented and discussed by the scholarly for many years. The shear complexity of their dealings, combined with outright suppression has kept the magnitude of their corruption out of the media spotlight.

Unfortunately, they have done an effective job and information on this idea is scarce, but still available. There have been many who have tried to share what they learned.

For all the oil spills and secret toxic dumping grounds, the oil companies' worst crime against the environment has been the suppression and sabotage of supercarburetor high mileage technologies! Had the

Pogue system of the 1930's not been sabotaged by gasoline additives such as lead, and had it been explained and developed, we would not have the global warming problems that have caused the starvation of millions and battles over the remaining good land. I believe the weather patterns would not be as violent, such as the floods, and the storms.

If you think it is just C.F.C.s affecting the ozone layer that cause these problems consider this - the average person uses just ounces a year in spray cans and refrigerants, but thousands of liters of gasoline. In 1933 Charles Nelson Pogue made headlines when he drove a 1932 Ford V8, 200 miles on a gallon of gas during a demonstration conducted by The Ford Motor Companies in Winnipeg, Manitoba using his super-carb system.

In fact, many people attested to these mileage claims as The Pogue Carb went into production and was sold openly. However, one of the crucial factors of these systems is the use of "white" gasoline, which contained no additives.

It was at this time oil companies started adding lead to the fuel. Lead is an anti-catalyst that rendered Pogue's carburetor as inefficient as a regular carb. In his Patent, ( found on page 32) it is obvious he did not understand TCC and in my research have found his system constantly needed readjustment and importantly got the fantastic mileage on wet days.

I have talked to Brad Dennis a combustion engineer from Minnesota. He said that Pogue did understand TCC but not until many years later. It has been shown time and again that many of the additives in todays gasoline actually retard high mileage in vapor carburetors that use catalytic cracking.

These additives coat the catalyst to a point where it becomes useless after a period of operation, the length of which depends directly on the additives in the gasoline.

Some of the newer additives help bond the molecules to keep them from decomposing in storage. This defeats the purpose of any TCC system because its purpose is to speed up decomposition or what is technically known as pyrolysis.

The oil companies say these additives are necessary to keep our environment clean and they do help a little with the regular old carburetors and fuel injection. However they help keep the real environmental solution off the market.

It has been recorded that "Supercarbs" were used in World War 2. In his writings, Nazi General Rommel credits the allied victory in Africa with an American top secret high mileage tank that used some sort of vapor carburetor.

Rommel had a brilliant plan, retreat into the desert to his secret fuel dumps. When the Americans ran out of fuel, he would attack. They did not run out of fuel and caught up to him at his third fuel dump and won the battle.

John Pogue, Charles' brother has stated publicly that he himself helped with the project that installed the carburetor in tanks and jeeps that were used there.

There are many documented accounts of army servicemen confirming this. Right before his death, John admitted to a news crew interviewing him that his brother had "sold out for millions".

I am sure the army had no trouble getting clean, additive free gasoline. The list of inventors that have pursued this technology is long.

Many did not understand and were granted useless patents, there are hundreds on file. Some did and were bought out before it ever was patented.

Some could not be bought, not wanting it to be put on a shelf and were eliminated in mysterious circumstances. Tom Ogle of El Paso Texas is the prime example.

Tom, a 24 year old mechanic drove 200 miles in a 1970 351 ci. Ford on 2 gallons of gas. Other mechanics and engineers checked for hidden tanks, none were found. Reporters and a camera crew went with him 100 miles out and back; 200 miles 2 gallons.

He claimed from the beginning that he did not know exactly how the system worked, just that it did and he proved it time and again.

He had hoped other engineers would help to explain what he was doing. I have seen three different news articles on him and reprinted here for your understanding. One states he turned down $ 25 million from backers that would keep it off the market.

He had a hard time getting backers that had integrity. Everybody wanted controlling interest and he knew it was going on the back shelf. Tom resisted and tried to get it on the market.

Later he was shot and survived, only four months later he did die of an overdose of darvon and alcohol with no suicide note.

Nobody explained what became of his idea. A patent was issued Dec. 11, 1979 # 4,177,779. Four months after his death. ( Reprints of newspaper and magazine articles on Tom can be found starting on page 24)

A man named Ray Covey developed a system that achieved 70 M.P.G. in a 400 ci. Chrysler. He said he could not find financial backers because of legal problems that a long list of similar registered patents would present. Mr. Covey put together a manual with plans and his research.

According to Bob Hiederich of Foyil OK, many were sold and built. Bob said his Cadilac was getting 75 M.P.G. They even made improvements and always got excellent mileage at first running but mileage gains always were lost as time went on.

They thought it was something in the fuel, but did not understand TCC.

Interestingly it was stated in his manual that when it ran it smelled like it was on propane.

Also in his manual he gives formula and statement and list of patent owned by oil companies, along with extensive testimony on Pogue and many other quotes from Scientific American and the Society of American Engineers.

He also states that any financial backers that they contacted have wanted full control with no promise to market it and wanted him to stop in his sales of his manuals.

Sounds like suppression to me. He states he was offered up to $1,250,000 but refused it promising to do all he could to get it on the market.

His book was published in 1984. It worked great when new and as time went on mileage went back to normal.

Most people eventually gave up on them. ( an advertisement for his book can be found on page 37 also some pages from his manual.

The many hundreds of patents on this technology are mostly owned by the oil companies now, and it is their main means of suppression. If you can not get a patent you can not get investors because you have no guarantee that any body will give you anything for the invention rights or further development. It's kept in a catch 22 situation.

And yet the worst tool of suppression is the publicity laws that have many an inventor trying to keep his idea a secret so that not only no one will steal it, but also so he does not lose his right to get a patent, therefore there is little sharing in many initial developments.

Another tool of suppression, this one used by EPA In Washington State, it was to continually harass an inventor with paper work, regulations, and impossibly high testing fees.

This was how Larry Wagner, a very successful businessman, high mileage carburetor inventor and author was driven into poverty, despair and is now homeless.

He also did not completely understand the additive problem. However, his system was getting 85 M.P.G. in his 400 c.i. Buick.

He did understand TCC enough to call his system an "under the hood cat cracker" on page 32 of his book, "The Elusive High Mileage Carburetor".

His ideas center around vaporization and not much leaning to natural gas. His system is similar to Ray Covey's tubing set up, filled with screening that would act as a catalyst.

His book is filled with extensive research that agrees with my findings.

George Wiseman of British Columbia marketed a manual and kit parts for a cold bubble unit that claimed to double mileage. I purchased his stuff and gave it a try. I found it worked up to 50% gain but was too unreliable because of the set up. He was trying to make it simple enough to be marketed. He does explain somewhat how he ran a 292 c.i. engine at 1200 R.P.M. on 4 tablespoons of gasoline per hour, and how he states it would cost thousand of dollars to reproduce.

He wanted to keep anything he marketed simple. I know it can not be simple, but it is possible with mass production to keep end of the line costs reasonable.

In his book, The HydroCarbon Oxgenator, he sights the Guinness Book of Records which documents that several people have achieved over 5500 M.P.G. He calculates that proper use of fuel generates 2600% better mileage.

I know there is something special to the dynamic effects but I do not think it would go that high.

Energy can not be created or destroyed only transformed, the problem being when it is transformed there are loses as it is not being 100% transformed into what you want.

The point is, it is possible to get much better transformation than what we are getting now with our fuel injection or carburetor systems.

I am no stranger to these stumbling blocks that have been placed in the way of people who are trying to work on this technology at the grass roots level. I have been ignored by politicians, of all stripes who have told me candidly they are aware of the situation but that their hands are tied.

I have been told by invention development groups the system is great and possible, but since

I published my book in 1987 detailing my work without first acquiring a patent. I can no longer get investors. "You can not make any money so why bother trying,"

I was told. I was also told my ideas were now public domain and no money could be made by investing in them.

I have been told flat out by government bureaucrats and representatives that "it was and would be suppressed." Not a threat, just kind of matter of fact-a "so don't bother me with it" attitude. As for the guys in the patent office, some were very interested in it and others sympathized, but the law was the law it didn't matter what was good or fair.

3 RESEARCH

First I built a gasoline heater, then a hot water vaporizer, then an electrical system for heat control, with a dual disk butterfly mixing control with which I could vary air, fuel ratio from 10-1 to 1000-1.

Finally while trying to find in a text book the boiling temperature of gasoline,. I discovered the principles of Thermal Catalytic Cracking (TCC). I read that the oil refiners take the heavy oil leftovers and heat them above 747 degrees with water or hydrogen and break them down to smaller more useable molecules. The idea hit, the system had to lower the boiling point to make a difference with vapor because of the principles of refrigeration and compression.

That is to turn vapor back to liquid. Natural gas will stay vapor under our engine compression. It struck me that this really could cause such a drastic mileage increase.

I took all I had learned and designed and built a system on my 1976 360 c.i. Dodge Maxi-van. It had a large catalytic chamber heated by the exhaust and electric elements powered by additional alternators capable of reaching this 747 degrees and beyond. I air pressure tested it at 100 lb. at 900 degrees.

I also developed different systems to feed heated gasoline, air and steam. It was very difficult to get ratio pressures and temperatures stable. It was difficult to keep it balanced to run. The best I ever got was 72 M.P.G. for about a 5 mile run as measured by my mileage computer.

I knew I was on the right track, but I also needed to computerize the whole system including the two fuel injectors, steam injector and the temperature, natural gas and oxygen sensors. All this would cost big bucks to do effectively. Also I needed clean, additive free gasoline.

It was at this time I decided to write a book hoping to get financing to further develop the system. As well I felt it important that this understanding was not lost. I thought possibly this technology had been misunderstood not suppressed. I felt TCC could explain the mysteries of the previous inventions.

The publicity of the book would get the help I needed to get this done.

As I was laying out the book, it came to me that if I could prove I was producing natural gas under analysis then it would help prove my theories correct.

I began phoning around to labs at colleges and universities and I explained what I was doing a hundred times. Finally, in October 1987, I began dialogue with Professor Eugene Cherniak, an analytical chemist at Brock University in St Catharines, Ontario.

After some initial checking of formula, I was told that there was certainly enough merit to do some lab testing. It took a long time to set up and I was anxious to publish my book and theories. I felt for a while that I was just getting jerked around or put off; it was taking too much time.

I went ahead and published my first book before I knew the laboratory results. I wanted to be sure the idea was explained.

Finally, in the days before Christmas the gas cromatograph proved that natural gas was produced in the process. The gas was then analyzed again, this time making use of an ultra violet (U.V.) spectrometer. Again natural gas was indicated.

The actual U.V. test results can be seen on page 19. Specifically the graph indicates molecular size and quantity and proves the presence of natural gas and other low boiling hydrocarbons, proving my theories correct.

Professor Cherniak was sufficiently happy with the results to give me reasonable assurance of the obtainablity of a research grant. I was told go home and wait for a call. After 2 weeks, anxious for news, I called for a progress report.

The news the Professor had was not good. He told me that although my ideas were sound, no money would be made available. More ominously, he told me that the reason the project would not happen was politics. The professor added only that he was not feeling well and did not have the ability to pursue the matter any further.

I sent a couple of hundred books out trying to get help, none came. It was not until June of 1989 that I finally persuaded the professor to write a letter of recommendation.

A letter that I felt was very conservative compared to the jubilation that he had expressed upon our initial success.

That Letter of recommendation can be found on page 18 The letter states that it would be very important to find funding for this project that, "if it is successful, will bring (great benefit) to our society which is currently plagued by inefficiency and serious pollution." He promises in the letter that he will personally help me scientifically technologically and financially. In fact there has been no such aid since the initial work and no help in finding it elsewhere.

I know he had a good heart about the idea but the responses he must have met presenting the gas analysis must have scared or saddened him greatly.

If the politics that causes this sort of suppression were to occur in the Arts, there would be violent protest from the general public.

Unfortunately, because of the degree of complexity of this subject matter, full comprehension of the situation has eluded the general public.

In publishing my first book, I had many people who would tell me they understood it now. I heard many different testimonies of other inventors, or stories of people buying new cars and getting fantastic mileage with experimental systems that sneaked out of the factory.

Only to be taken back by the Dealers stating they were experimental and not ready for market.

Two out of every ten would give me a story back and I talked to hundreds of people.

Two years later I got an idea for a video. I found that if I talked to people and showed them all the books patents and articles with my explanation, 90 % believed me. I put it all on video with just me explaining it, just what was going on.

It is boring, not Hollywood, but it seemed most anybody who watched it believed and understood.

Many strangers told me so. I sent out 100 copies to various media and environmental organizations. I got stupid rejection letters or was ignored.

The worst was Greenpeace. Supposedly they are working against global warming and carbon dioxide levels but I was told it was their policy not to get into private enterprise and would do nothing and that many people had approached him with similar ideas looking for help.

My comment was that if there were so many on the same track, possibly we were right and they should look into this. The man I talked to there added "Sorry nothing could be done." I said, "You are either working for the oil companies or stupid".

He said "I have never got any money from oil companies." I said, "Then there is only one other option.

Why would they ignore all this information when they are getting it from many sources?

From the very start of combustion engine technology, leading scientists complained about the very low efficiency of motors that were mass produced.

The automotive engineers claim it is around 20% efficiency. They claim 35% heat lost in the exhaust, 35% heat lost in the radiator and 10% lost in overcoming friction and wind resistance.

Therefore 20% in propulsion. However there is another way to look at this formula with amounts and conversion factors well accepted in the engineering community.

It is known that a medium size car that gets about 20 M.P.G. can maintain 60 M.P.H. on about 12 H.P. To produce this electrically, it would take about 10 Kilo Watt of power, figuring 746 Watts per H.P. 10,000 W = 13.4 H.P. 1 B.T.U. of heat is produced by 1 .K.W. in 1 second 1 K.W. X 60 seconds X 60 minutes = 3,600 B.T.U. 10 K.W.H. of electricity = 36,000 B.T.U. of heat 10 K.W.H. = 12 H.P. X 1 hour @ 60 M.P.H. = 60 miles travel There is approximately 20,000 B.T.U. per pound of gasoline and about 8 lb. per gallon. If you got 20 M.P.G. at 60 M.P.H. it would take 3 gallons for 60 miles 20,000 B.T.U. X 8 Lb. per X 3 gallons = 480,000 B.T.U.s 480,000 by gasoline 36,000 by electricity This works out at factor 13.3 to 1 or 7.5 % efficiency

A car at 100% efficiency should get 13.3 times farther, 266 miles per gallon. Now I am not trying to sell electric cars. I just want you to understand there is tremendous room for improvement.

If the numbers are correct and seeing as you can get these figures and formula from many technical sources they probably are, then 100 M.P.G. would be a true 40% efficiency. About 5 times better than what we are getting now.

It is quite within the realms of reality and not too good to be true.

4 - Applications, Implications and Possibilities

The economic and environmental consequences of this technology being put into practice are mind-boggling. Environmentally, our auto exhaust is by far the biggest contributor to greenhouse gases, city smog, expanding deserts, famine and global warming.

If the Pogue carburetor had been helped rather than sabotaged years ago, the drought and desolation that has killed millions would never have happened.

There is an evil upon our society that is corporate greed. Think what our world would be like had the people that sold ice prevented the refrigeration system from getting on the market.

No refrigerators, salted meats, no air conditioners, and warm beer. Sounds like hell to me.

What the oil companies did by suppression of this technology has killed millions, poisoned billions and started this planet on the road to destruction. And they are draining extra money from every person on this planet.

The corporate way of thinking that if they do not make money then don't bother trying. Bottom-line-thinking has made this worse for all.

Some have advanced the theory that "the-powers-that-be" are moving slowly to "phase in" the changes that this technology would bring, so as to not create economic upheaval with large scale jobs loss all at once. It is becoming obvious that this is not the case. There is no movement here.

Fuel injection is only 10 % better than any good carburetor. The only other improvements are due to downsizing, less weight, proper gearing and aerodynamics.

No basic improvement in anything using TCC has been marketed.

This deceit is happening on such a large scale to all society that it has taken a long time for more and more people to realize what is going on.

I have been told there are other similar situations happening throughout society, such as nutritional information and naturopathic healing not getting through to the medical profession.

Such as cures for cancer that go in the waste basket, so researchers keep their jobs. The many spectacular uses for hemp products that could save our forests and clothe us without killing the land as the cotton plant does.

Facts like Queen Victoria used marijuana for muscle relaxation. Hemp was suppressed by the actions of newspaper media for lumber and chemical corporations, for industrial reasons as paper processes that utilized lumber tracks.

Hemp rope was common and great but nylons rope replaced and billions of dollars in other drugs. It had been widely accepted as an important medicine. The seed was ground up and used to feed the poor.

Gruel was a very easily digested protein that did not get anyone "stoned".

There are government and corporate banking policies that create debts and keep feeding off those that do produce something.

There are many books and institutions that explain the injustice and stupidity of these banking regulations.

If we "all the countries" are in debt to who do we owe all this money.

There is an organization called "MICHAEL". There publication from 1101 Principle St. Rougemount Quebec J0L 1M0 explains the principles of social credit that explain a utopia that all {except a few of the top bankers} could be blessed financially just by following our constitution as far as the creation of the printed dollar.

These banker do not want to lose there gold mine so they suppress the truths or spread their own propaganda.

The suppression of the long term effects of pesticides and other toxins in our environment is another example.

I have heard of an invention that used a digitylised recordings of horny female mosquitoes. They amplified it to attract males to a high voltage electric bug zapper.

They killed males for 4 miles radius, and in this area the females did not bite as there were no males to mate with.

Sounds great but here is the catch, the patent is owned by companies that make bug sprays and they are not too interested in marketing it right now.

Wonder why they bought the patent rights? The parent companies are they the oil companies?

Corporate ownership of the media by the most powerful financial interests is now almost universal so it is next to impossible to expose people to injustices by the powerful through the mass media.

These people are not telling us what we need to know. Anytime any local paper did my story they always left out key information and the proof, to make me and this idea look unbelievable.

These points I believe should be looked into in order to ensure a free and right society.

I do know about this fuel system and that the only way for it is for everyone to know these ideas so that complete development of it comes as soon as possible.

The frustration of dealing with our world system has sent people into apathy and despair. We must take back our lives to our control, for the betterment of all.

It has been my faith in Jesus Christ and his Father that helped me through all this; helped me to stand with integrity for this. I am not alone. There are hundreds of people working quietly on some version or other of supercarburetors technology.

There are thousands of people who are aware of some of the earth shattering deceptions that are being told to our society.

There is a growing movement and I hope you will become a part of it. People are sharing truths. People are telling what they know to those they care about with confidence that the truth will win out.

It is up to each of us to do their own searching and learning to challenge what we are told. It is more important that you search yourself to know Jesus Christ than anything else.

What does it matter, to gain all and to not accept GOD. or to follow after God in total ingratitude of what he has given.

Many problems in our world are because of greed.

Educate yourself to what is going on with our world today and understand that you can help turn anything to the better by your involvement.

Get righteously angry, take responsibility for what you know and pass this information on.

I challenge all of you who understood some of these things to pledge your commitment to help bring the changes that are needed now. Maybe you knew this idea was real but could do nothing about it.

Now you can. I have initiated the HIMAC Research Foundation to further publish and develop this technology that all may benefit. I need your help to do what is right,

Please make a donation. I do not think the world owes me a living. I would be about $ 75,000 wealthier and a lot less frustrated had I said "let some one else do it".

I did it because I care, I hope you do too.

The car companies would also be part of the suppression? Yes because this system runs so clean that you would run 400,000 miles before a tune up and 1,000,000 miles on your engine.

That takes away the profitability of the constant turnover of carboned up gas hogs. Note the article on Tom Ogle where they ran a dirty spark plug for 1 hour in his system and it came out cleaner..

You read and you be the judge. Page 25. I did not start this idea but with your help we can change it.

J. Bruce McBurney

email author of himac website J Bruce McBurney.

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