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.
2 - The History of Super Carburetors and Suppression
Numerous times over the last sixty years, both mechanics
and inventors have either stumbled upon or through
diligent experimentation on vapor carburetors obtained
fantastic mileage gains. These systems used either
catalytic cracking or fractionalization. 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
I read a book called "The Secret of the 200 M.P.G.
Carburetor" By Allan Wallace. It explained a simple
vaporizing carburetor system and discussed several of the
systems from the past. I wanted to see for myself and set
out to build my own system. 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
This technology can be applied any where an internal
combustion engine is used today, including diesel with
some modification. Now consider that this system offers 5
times the gas mileage with 95 % less pollution. 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 next few pages are photocopies of some articles about
Tom Ogle and his demonstration, as well as various patents
on this idea. Understand this, one does not patent
something that does not work. There is only value in a
patent if it works.
Why would ownership of these patents be by big oil and car
companies if they knew that they could not work ?
Why you ask? 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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