Gasoline Vaporization

 

 

Using a Modified Stock Carburetor


by George Wiseman and Geoffrey Tilga

From: Tesla, A Journal Of Modern Science., Available with
membership in International Tesla Society, 2220 East Bijou
Street, POB 5636,Colorado Springs,Colorado 80931 USA
Telephone: 719-475-0918, 1-800-397-0137 (USA),

FAX:719-475-0582. Internet:www.tesla.org
US-$30/yr., $40/family, $55/Corporate,

Others $55.  Mastercard, Visa, American Express Cards accepted. 


Tesla, Third Quarter,1997 vol VIII, Number3. Pages 8-15 Article: 
"Gasoline Vaporization Using A Modified Stock Carburetor"

by George Wiseman and Geoffrey Tilga.


Atmospheric pollution from gasoline motor exhaust is
created by unburned hydrocarbons. These pollutants are
largely caused by the fact that gasoline is not totally
vaporized by the conventional carburetor system. In any
carburetor, gasoline is broken down into droplets or
particles and vapor. It is the vapor that explodes and
powers the internal combustion engine. 

The droplets pass through the exhaust system as unburned
or partially burned hydrocarbons, i.e. pollution.
Gasoline can be vaporized more completely by the use of
heat and/or a mechanical action. If the light ends (i.e.,
fractions of gasoline that evaporate below 250 degrees
Fahrenheit) are vaporized, there is a corresponding
decrease in exhaust pollution and an increase in the
efficiency of the engine.

The use of heat and/or mechanical action to improve
the amount of gasoline vaporized was documented in The
Scientific American Digest.1  This finding
has been
replicated on modern stationary gasoline engines in the
Houston, Texas laboratories of the Shell Oil Company.2
In the Mills patent, for a device he calls the 'Vapipe',
Mills concludes: "The use of vaporized fuel enables a
gasoline engine to be run on such lean mixtures, even in
excess of 20:1 air to fuel ratio, that the levels of
carbon monoxide and oxides of nitrogen are simultaneously
low, thereby contributing to the abatement of environmental
pollution."3  Is it coincidental that Shell Oil
Company scientist Geoffrey Harrow of Wales, UK in his
patent "Device For Vaporizing Fuel" makes the identical
claim in exactly the same words?4  For further
reference material on the Mills patent, SAE Paper 760564 is
cited.5


The late Ray Covey, who used the Carburetor Enhancer
Method along with the heat exchanger described here,
was also awarded a patent for a vaporizer carburetor
#4,611,567 using exhaust heat to evaporate gasoline.
This vaporizer patent was originally assigned US Patent
Class 123, Subclass 545  A computer search of all
vaporizer patents in this subclass back to 1900 yielded
over five hundred patents!  The reader can access all
patents granted after 1976 at  www.uspto.gov on the US
Patent Office database, through the Internet.  Go to
'Search Patents' Use Covey's Patent number 4,611,567
proceed to 'References Cited', and explore from there.

After 17 years from its publication in the Official
Gazette, a patent falls into the 'public domain',the
inventor loses all property rights over their idea. There
is no longer any economic or legal incentive to defend
the patent. Contacting the inventors of expired patents
would perhaps be very helpful to readers wanting to
improve the design discussed here.  The address of an
inventor can be obtained through the US Patent Office.
Construction plans for the Covey patent will be fully
described in a future issue of Tesla.  

There are several systems that will work in fuel injected
engines to more completely vaporize the fuel, resulting
in a higher efficiency.  Inquire further about them from
George Wiseman. These are:

     *"HydroCarbon Oxygenator(HyCO) 2A cold vapor
system" An add-on vapor fuel system for carbureted and
fuel injected gasoline engines, complete with automatic
controls that allow the vapor system to interface
perfectly with the original fuel system.

     *"HyCO 2DT" A special cold vapor system for
turbo-charged diesel engines.  Simple and very effective.

     *"Electronic Fuel Injection Enhancer (EFIE)" An
electronic device needed by fuel injection systems that
have oxygen sensor feedback to allow simple combustion
enhancement methods to interface with the vehicle's
computer.

     * "Electronic Diverter" An electronic device that
gives total control of the electronic fuel injectors to
the driver.  Automatic fuel control needed when applying
a major combustion enhancement device like the HyCO 2DT.
Designed to interface smoothly with all electronic fuel
injection systems.


The CEM was not patented, it is in the public domain. It
was originally invented by George Wiseman.  Full a full
discussion of the Carburetor Enhancer Method and
instructions to make it operate under all conditions,
order inventor George Wiseman's book  "Carburetor
Enhancer Method" catalogue number 240002 from the
International Tesla Society.  The cost is: $20.00.  To
place an order, FAX 719-475-0582, or call 1-800-397-0137
(719-475-0918 outside the USA.)  The World Wide Web can
also be used:

http://www.tesla.org.

Mastercard, Discover, and Visa credit cards accepted.

"Carburetor Enhancer Method" can also be ordered directly
from the inventor George Wiseman. The cost for "
Carburetor Enhancer Method" is $20.00.  Postage is $2.00
for the US, $7.00 for foreign addresses. Also, "Super Gas
Saver Secrets" by George Wiseman, cost: $20.00,  $2.00
postage for USA, $7.00 for outside of US..  There is a
set of notes that will enable a further improvement in
this technology: "Electronic Carburetor Enhancer Notes".
The cost of this folio is $10.00 from George Wiseman with
$2.00 postage anywhere in the world.  Order from: Eagle
Research, PO Box 1852, Eureka Montana 59917.

In a stationary engine, such as an irrigation pump or
gasoline electric generator, the CEM used with the heat
exchanger can drop fuel consumption from twelve percent to
one quarter of what it was before the modification.  In
1989, inventor Ray Covey experimented with the CEM in
motor vehicle applications; but this is illegal (a
Federal offense) in the USA today.  Under EPA
regulations, special permission to run an experimental
vapor carburetor system in a licensed motor vehicle is
required. This is very difficult for a private individual
to obtain.

Refer to Figure One, Figure Two, and the Parts
Description.  



Figure 1.





Figure 2.



The number in brackets following  a statement refers to
the individual callout for each illustration.

Gasoline must be in a vapor state to burn and explode.
Only gasoline in a vapor state when the spark plug fires
actually drives the engine.  All liquid droplets of
gasoline vaporize during the primary explosion and burn
in a secondary explosion.  The secondary explosion
happens after the piston is already moving faster than
the speed of the combustion, this is wasted fuel.

The Carburetor Enhancer Method increases the efficiency
of carburetors by putting a controlled vacuum into the
float bowl.

A controlled vacuum applied in this exact way will cause
the carburetor to spray out a finer mist of fuel, thus
increasing the fuel evaporation rate. This vaporization
increases combustion efficiency. Further, when using the
Carburetor Enhancer Method with the gasoline preheater
(as shown in Figure Two), the lower pressure on the float
bowl causes more of the heated fuel turn to vapor, thus
also increasing combustion efficiency.

Refer to Figure Two.  Preheated gasoline at a controlled
temperature (for example 150 degrees Fahrenheit), exits
(11) and enters Gasoline Inlet in Figure One.  For a
detailed technical explanation of the Fuel Preheater
Illustrated in Figure Two, refer to US Patent 4,083,340.6

If this is used, the float in the Float Bowl of the
Carburetor in Figure One  must be made of copper or
brass. These floats can be purchased at local automotive
supply stores. Plastic floats will disintegrate.

Pressure Regulator (12) is set to 3 1/2 pounds per square
inch.  This pressure regulator is a variable 1-5 1/2
pound (psi) Adjustable Pressure Regulator. Purolator Fuel
Pressure Regulator #73NZ8053T. $18.95 JC Whitney.7

One Way Check Valve (14) can be purchased at any plumbing
supply.  Or: W.W. Grainger Bronze Air Check Valve 1/4
inch outlet, flow rate =1 to 6 cubic feet per minute.
Part #5A-703. Inquiry: www.grainger.com.

The Fuel Preheater (16) must be configured to bring the
temperature of the gasoline to 150 degrees Fahrenheit at
exit point (11), where it goes to the Gasoline Inlet in
Figure One.  This can be raised to 160 degrees Fahrenheit, but
such an increase in temperature may cause vapor lock.
For some carburetors, this temperature may have to be
adjusted down to as low as 120 degrees Fahrenheit to
prevent vapor lock.  The mechanic will have to experiment.
Whatever fuel pre heater is used, the output temperature
of gasoline must be controlled by the person using the
engine.  In different seasons and at different altitudes,
different temperatures are required.  Adjustable
thermostatic controls are simple to add to a heat
exchanger. An adjustable temperature controlled switch
like an electric oven thermostat, a relay and a solenoid
to shut off the water flow are all that is needed.
George Wiseman details a simple, easily built, fully
automatic heat exchanger in his "Super Gas Saver Secrets"
book.

Radiator water circulates in(17) and out (18)  Tubing
(13) is inch brass or copper.

One option that can be purchased is the Webb Fuel Heater.
It is made by Webb Enterprises, Inc. 320 8th Street West
Fargo, North Dakota 58078.  Telephone number:
701-281-0002. Or: (800)-728-9322 [inUSA]  The Webb Fuel
Heater is a radiator coolant heat exchanger only.  It
does not contain an electric preheater.  The part number
is #W8791. Suggested price is: $102.61. Since these are
employed commercially to preheat the fuel oil for diesel
trucks, a used unit could be found on a wreck.  Adapter
fittings are needed to accommodate these units to inch
line(11),(15). They can be obtained from: Brass Fittings,
Inc. 26377 Moses Street. Flat Rock, MI. Telephone:
313-782-1477.

A simple description will be given of the "Basic"
installation of the Carburetor  Enhancer Method (CEM)
invented by George Wiseman.  Refer To Figure One and
Figure Two with the Parts List which follows. Use this
information to follow the Installation Instructions.

The Carburetor Enhancer is a simple external method to
significantly increase the efficiency of gasoline engine 
carburetors.  

Read these instructions carefully before applying the
Carburetor Enhancer method.

Once installed and adjusted, its operation is automatic.
Use the engine as it would normally be utilized. 

The purpose of this article is to provide the simplest
instructions to apply the "Basic" Carburetor Enhancer.
The Carburetor Enhancer Manual goes into more detail.
Inventor George Wiseman wrote this to (hopefully) assist
retailers and show how simple the basic installation and
adjustment really are.  "If you know what a carburetor
looks like, you can do it."  The Enhancer can be used on
most downdraft carburetors.

The Carburetor Enhancer method is not recommended for: 

* Any type of fuel injection, (no place to apply it)

* Computer controlled carburetors, (some of them already
have it) 

* Motorcraft 2700 variable venturi, (has no air bleeds)

* Side or Up draft carburetors (have no air bleeds)

* Carter BBD models, (requires modification to accelerator vent). 



Installation of the "Basic" Carburetor Enhancer

Tools required to install and adjust the" Basic"
Carburetor Enhancer:


Knife

"Chainsaw" file.

Fine toothed hacksaw/tubing     

cutter

Hammer and center punch

25/64th inch drill bit

1/8 inch drill bit

3/8 inch drill bit

Vacuum/pressure gauge

Colortune (optional)

9/16 open end wrench

7/16 box end wrench

Medium slotted head   

screwdriver

Tachometer




The Carburetor Enhancer "Basic" kit includes;



A piece of clear 1/4" vinyl tubing

A short piece of 1/4" fuel hose

A 4" piece of 1/4" copper or brass tubing 

A 1/8" FNPT brass valve [Female National Pipe Taper]

Two 1/8" MNPT to 1/4" barbed fittings [Male National Pipe Taper] 
A plastic tee, 3/8" x 1/4" x 3/8" [a brass tee can also be used.] 
A 18" length of 1/4" vacuum hose



STEP 1  

Tune Up



FULL TUNE-UP:  For maximum efficiency, it is recommended  that
the engine be tuned up, any external drive train be checked out. 

STEP 2 

Test carburetor (recommended option)

TEST-CARBURETOR & CLEAN;  There is no way to stress enough that
the most important part of a rebuild is to get everything
perfectly clean.  In our experience, a bit of dirt or varnish
left behind will cause grief by plugging or reducing the size of
orifices in the carburetor, especially air bleeds.  A lot of
mechanics simply "slap a kit in".  When looking for someone to
rebuild the carburetor, find  an individual who will take the
time to do the job properly.  Wash the carburetor with an
agitated acid bath, then spray with basic carburetor cleaner,
then wash with dish soap and water, rinse with warm water and
blow dry with air.  Make sure all varnish is cleaned from all
orifices. 

LEAKS:  A lot of Rochester and Carter Quadra-jet carburetors
have leaky secondary well plugs.  It is possible to seal them
with a gasoline compatible epoxy like JB Weld or Loctite Weld;
but the metal surface must be cleaned to bright shiny metal.  It
took the inventor George Wiseman three tries to seal one
particular Quadra-jet.  Then the fuel efficiency of this
carburetor was doubled.  Some companies sell a "plug kit" to fix
this particular problem, an example is the Hygrade QJK1 for
1965-68 Quadra-jets and the QJK 2 for 1969-74 models.

FLOAT: Replace plastic floats with brass or copper ones. 
Hot gasoline vapor will cause plastic floats to disintegrate.  

FILTER  Diesel type inline fuel filters are recommended. 
The smallest particle of dirt in the needle valve, power valve,
accelerator check valves, etc. may cost gallons of fuel and
increase harmful emissions.

FLOODING: If vapors are noticed wisping out of the air horn,
or a varnish buildup is seen on the air horn and choke plate
area; then it can be assumed that there is float bowl flooding. 
Vapor wisps could also be caused by gasoline leaking through
voids in the carburetor and inadequate float bowl venting. 

MARGINAL FLOODING:  Float bowl flooding is the most common
cause of lack of carburetor efficiency.  Float bowl flooding
costs gasoline engine users millions of dollars per year.  The CE
inventor George Wiseman has seen float bowl flooding so bad that
gasoline was pouring out the top of the vents.  But the real
problem lies in the marginal flooding conditions, because people
never know they have a problem that needs fixing.  If the float
bowl fuel level in the carburetor rises one sixteenth of an inch
above OEM specifications, there is float bowl flooding.  The
Carburetor Enhancer can not help a carburetor that has float bowl
flooding until it is fixed.  

REBUILT:  Just because a carburetor has just been rebuilt,
there is no reason to believe there is no float bowl flooding. 
Experience has shown that rebuilds are just as likely to have
problems as old carburetors.  The inventor George Wiseman has
seen new inlet needle valves that were in worse condition than
the old ones they're replacing.

TEST VALVE:  The most often cause of float bowl flooding is
a bad inlet needle valve. The inlet needle valve can be tested by 
using a small air pump (bicycle pump) and a pressure gauge.  Make
sure that the float bowl has it's proper fuel level and then
apply about 10 psi to the fuel line that leads into the float
bowl.  Watch the pressure gauge, if it loses more than 1 psi per
minute, the inlet needle valve is leaking. .

FIX IT  A leaky inlet needle valve will not give the optimum
efficiency on a stock or modified CEM carburetor.  It must be
fixed. 

COLORTUNE: The tool highly recommended by the inventor is
a"Colortune".  Colortunes make the job quick, easy and accurate. 
The Colortune will instantly show the exact fuel ratio of the
engine and costs less than $50.  Colortune is a clear spark plug
that allows the color of the flame to be seen in the cylinder of
the engine.  A small change in the fuel mixture makes a large
color difference.  The results of an adjustment can be seen at
once.  This saves a lot of time because there is no "wait
time"-which is required by most engine analyzers after each
adjustment.  Fuel system adjustment is as simple as adjusting an
oxyacetylene torch, just watch the color of the flame.  Time is
important to those people who want to install Carburetor
Enhancers quickly and reliably.  Colortune comes with a
diagnostic color chart and instructions.  It has a full range of
adapters to fit any spark plug hole.  Be sure to remove the
Colortune before using the engine.  For more information on
Colortunes, contact Eagle Research.  See contact information at
the end of this document.  

ADJUST CARBURETOR:  Set the carburetor functions to Original
Equipment Manufacturer's (OEM) specifications before installing
the Carburetor Enhancer.  The Carburetor Enhancer method is meant
to increase the efficiency of carburetors that are functioning
properly, it is not a "Band-Aid" to fix problems.  

TIP:  Under general conditions, when a carburetor is being
adjusted-the best results are obtained by keeping the throttle
plates in as closed a position as possible (highest vacuum) Also,
open up the idle mixture screws to get a smooth idle.  A slightly
richer mixture is needed at idle.  



STEP 3

Find Engine Vacuum Source

INTAKE VACUUM:  The Carburetor Enhancer method uses an intake
manifold vacuum source to pull air out of the float bowl of the
carburetor. 

PCV BEST:   Splicing into the Positive Crankcase Ventilation
(PCV) hose is be the best technique, for several reasons.  For
example; the PCV is a centrally located vacuum source, so that
the gasoline vapors that are drawn off the float bowl are evenly
distributed to all the cylinders  .If the PCV is used, make
double sure that the PCV valve is working correctly and that the
hose and carburetor passages are not clogged with carbon buildup. 

If some other vacuum source is used, be careful to choose a
vacuum source that doesn't adversely affect some other engine
function..

INSERT TEE:  Splice the plastic or brass tee into the hose
that has been chosen.



STEP 4

Find the Carburetor Float Bowl Vent/s

VENTED:  All carburetors have at least one float bowl vent(1),
they will not operate correctly without it.  Some vents on a
carburetor work better than others., for example; Quadra-jets
work best when the Carburetor Enhancer is applied in the vent
next to the air cleaner stud. 

VENT LOCATION:  Carburetors have different looking vents(1),
even though they all do the same thing.  The vent(1) may be a
tube that sticks straight up or at an angle over the air horn. 
It may just be a hole or a slot that runs off at an angle from
the air horn to the float bowl.  Because of the nature of a float
bowl vent, it will never be covered by the choke plate when the
choke is closed.  It will always be a 3/16 inch or larger hole. 
It will be inside the air cleaner area.  It may be odd shaped or
proceed to the float bowl at weird angles.  Just remember, the
function of the float bowl vent is to allow air pressure into the
float bowl and vapor pressure out.

UNDERNEATH:  Some people in the past have had trouble finding
their float bowl vent.  It does not help that many mechanics that
don't know where the float bowl vents are.  The irony is; the
float bowl vent is so critical to the operation of a carburetor
that it is just accepted as a "given" and is often not even
pointed out in the drawings provided to mechanics.  If the float
bowl vent cannot be found, remove the float bowl cover and look
at it from the bottom side.  The vent usually is quite obvious. 

HIGHEST: If there is a choice of vents, always go for the
highest one inside the air cleaner and the one farthest from the
inlet needle valve.  These choices will help prevent liquid fuel
from being pulled out of your float bowl.  Do not use the
charcoal canister vent.  In fact, check out the charcoal canister
circuit to make sure that it is operating correctly.

SIZE: Large float bowl vents are not required to operate the
carburetor.  The amount of air required to keep atmospheric
pressure in the float bowl is minute and easily enters through
very small openings, such as around accelerator pump and air
plate shafts.  But a 1/4 inch vent is needed(3) when the engine
is shut off, because  the engine will begin heating the
carburetor.  The heat will vaporize some of the fuel in the float
bowl; this vapor will create pressure (if not vented) and will
"push" the fuel from the float bowl into the engine-flooding it. 
Carburetors that have two float bowls need an entirely separate
Carburetor Enhancer mounted on each float bowl.  Adjust each
float bowl separately

STEP 5

Route Vacuum Hose.


ROUTE:  Keep in mind how the hose(4) that will be attached
between the carburetor vent(1). and the vacuum source(10) is
going to be routed.  Figure out where the brass valve(5) will be,
so that it can be adjusted with the air cleaner(8,9) installed.   

PROBLEMS: Going through the lower piece of the air cleaner
instead of the top(8) is recommended, to prevent problems with
lining up vacuum hoses and removing hoses just to check the air
filter(9).  Make sure there is no interference with any linkages
under the air cleaner with the vacuum hose.

HOLE:  After choosing a spot to route the vacuum hose through
the air cleaner housing, use a hammer and center punch to mark
the spot.  Remove the air cleaner(8) from the engine and drill an 1/8th
inch pilot hole in the housing.  Then drill a 25/64th hole and clean up
the edges with a file.  The idea is to create a hole slightly smaller than
the diameter of the vacuum hose, thereby creating an air tight seal
when the hose is pulled through it.



Step 6

Attach Vacuum Hose To The Float Bowl Vent:

This is really the most important step in the Carburetor Enhancer
installation.  Vents vary so much in design that no one method of
attachment will work on all carburetors.  But with a few simple
suggestions, there should be no trouble experienced by the
mechanic. 

DEPTH  It is not a good idea to stick the tube(2) very far
into the vent.  We have found that just inserting the copper
tube(2) to about a 1/4 inch depth inside an existing vent(1) to
work just fine.  The fact is, if air was simply drawn across the
top of the vent(1), a  "balanced" vacuum would occur in the float
bowl.  The only reason that the hose(4) is stuck in or on the
vent is to assure that the airflow is in the right place.  The
mechanic does not want the hose(4) bouncing all over the
carburetor because of vibration of the engine.  Only stick the 
tube(2) into the vent far enough to keep it there.  The farther a
tube(2) is stuck into any vent, the greater the chance of liquid
fuel being sucked right out of the float bowl.  The copper
tube(2) doesn't have to fit tight.  Remember air has to get into
the float bowl as air is drawn out or too much vacuum will be
created in the float bowl..

All of the suggested length of the copper or brass tube(2) does
not have to be used.  Extra length is provided to assist bending
and for temporary splicing, cut off excess with hacksaw or tubing
cutter.  Clean up tube ends (ream) with a drill bit.  Make sure
the tube has been  cleaned of metal filings.

SMALL VENT:  Some vent tubes(1) are too small to stick the
copper tube(2) inside.  With those forget the copper tube(2) and
stick the vacuum hose(4) directly onto the vent tube(1).   


LARGE VENT:  Some vents are so large that the copper/brass
tube(2) can be forgotten, and just stick the vacuum hose(4) into
it.  Make sure that there is still adequate venting to prevent
pressure buildup in the  float bowl when the engine is shut down. 

SECURE:  In any case, always remember to secure the hose(4) so
that it won't fall out of the vent(1). It has been found that
fastening the hose to the air cleaner stud with a wire tie, will
work very well.  It is also a good idea to prevent sharp bends in
the vacuum hose(4). This is because when a vacuum is applied,
sharp bends will cause the hose to kink and prevent air flow. 


STEP 7

Auxiliary Vent


AUXILIARY VENT:  Take a short piece of the copper tubing(2)
and cut a 1/4 inch hole(3) in it.  Use this as an auxiliary vent
that is to be spliced into the vacuum hose that leads to the
float bowl vent.  Make sure that the Auxiliary Vent hole is
located inside the air filter(9) area.  This auxiliary vent(3)
allows the float bowl to vent properly, if necessary. .



STEP 8

Restrict Vent

This step applies only to the carburetors listed below. 

Motorcraft 2100 and 2150 carburetors, use the short section of
fuel hose in the " Basic Kit" and insert it into  the vent
closest to the inlet needle valve.  This is only done in those
models that have vents 7/16 and larger.  The Carburetor Enhancer
tube(2) will be inserted in the vent farthest from the inlet
needle valve (less chance of sucking fuel).

Rochester and Carter Quadra Jet carburetors have a vent
located about 1/2 inch in front of the air cleaner retaining
stud; "front" means toward the primary air horns.  So the vent is
back (and between) of the primaries and in front of the air
cleaner stud.  This is the proper vent to use on Quadra Jets for
application of the Carburetor Enhancer.  Do not use or modify any
other vents.  IF THE VENT IS SHAPED LIKE A SLOT, then use a short
piece of rubber hose included in the " Basic" kit and cut it in
half; wedge one half into each side of the slot.  The Carburetor
Enhancer tube(2) goes into the middle.  Remember to insert the
tube only about a 1/4th inch into the vent(1).



STEP 9

Brass control valve

CONTROL:  Air flow volume control is important, it will allow
fine tuning in your application.  Adjustment of this valve(5) is
called "BALANCING" the carburetor, because the air pressures in
the float bowl are being balanced in relation to the air
pressures elsewhere in the carburetor.  The brass fittings mount
on the brass valve(5).

INSERT VALVE:  Cut the vacuum hose(4) with a knife and install
the brass valve where it can be reached to adjust it when the air
cleaner is installed.

Wetting the brass fittings with saliva will make the vacuum
hose easier to slide on.



Adjustment of the Carburetor Enhancer


WARM UP:  Warm up the engine to operating temperature with the
brass valve(5) turned off and the air cleaner(8) installed.  Have
a vacuum gauge and tachometer installed.

INITIAL ADJUSTMENT:  Once the engine is warm and idling
smoothly, start opening the brass valve(5).  The RPM will
increase slightly and  the intake manifold vacuum will go up.  As
long as the RPM is rising, keep opening the valve(5).  When the
RPM stops rising, stop opening the valve(5), this should be the
farthest the valve will ever be open.  If using a Colortune, it
is observed that the color of the flame stays the proper blue
while the brass valve is being adjusted.  A lean mixture is a
white or very light blue flame, at engine idle a dark blue flame
will be seen.  Any tinge of green indicates too rich of a
mixture.  Yellow flames are very rich mixtures.

Note: The other vents in the carburetor can be blocked with
the finger of the mechanic to see if a higher RPM is obtainable,
while the initial adjustment is being made. If a higher RPM can
be obtained with the vents partially blocked; then these vents
can be permanently restricted with a piece of rubber fuel hose. 
In any case, the mechanic should always leave at least a 1/8 inch
vent.

IN SHOP TESTS  Installers of the Carburetor Enhancer can
prevent most problems with a few simple tests.  These tests are
done in the "shop".  Experience will teach how fast to move the
throttle during these tests.  If the experimenter intends to
become an installer of the Carburetor Enhancer, contact Eagle
Research for more installation details.

FLAT SPOT TEST:  With the engine warm, idling, tuned up and
the Carburetor Enhancer installed; slowly accelerate the engine
beyond the engines normal operating range.  For example- a V8
runs at  2400RPM.  Slowly accelerate the engine to about 2600
RPM.  Observe the tachometer for a "flat spot."  A flat spot is
where it is seen that the throttle is still being advanced, but
the RPM is not picking up.  In the unlikely event that a flat
spot is found, simply close the brass valve(5) enough to move the
flat spot up out of the vehicles normal operating RPM.  Problems
in the carburetor itself could also cause flat spots.

HESITATION TEST:  With the engine warm, idling, tuned up and
the Carburetor Enhancer installed; moderately accelerate the
engine to 1500 RPM.  If a hesitation is noticed that wasn't there
before, simply close the brass valve(5) till the hesitation is
gone.  This hesitation is caused by the small raise the intake
manifold vacuum at the beginning of moderate acceleration.  This
effect is observed with a vacuum gauge.  Hesitations can also be
caused by problems in the carburetor.  If watching a Colortune,
the flame will darken when a hesitation occurs. 

PULLOVER TEST:  The most practical test to check if fuel is
being suckled out of the float bowl is to put a "window" in the
vacuum hose(4).  In the "Basic" kit there is a small piece of
clear plastic tubing.  Temporarily splice this piece of clear
plastic tubing onto  one end of the restriction valve(5), so that
the Carburetor Enhancer air flow can be seen while the engine is
running.  Slowly speed up the engine to 3000 RPM and hold for
fifteen seconds.  If the clear tubing even gets "wet looking",
fuel is being pulled out of the float bowl.  The clear tubing
must be removed after the test.  Most of the time, fuel pullover
is a clear indication of float bowl flooding.  The fuel level
rises to the point that the slight vacuum applied to the
carburetor vent can suck up fuel. If pullover is seen, shut off
the Carburetor Enhancer until the carburetor is fixed.  Usually
the cause of float bowl flooding is a dirty or malformed inlet
needle valve.

RPM:  If, after adjustment of the Carburetor Enhancer, the RPM
has picked up too much, simply reduce it with the  idle
adjustment on the carburetor.

DECELERATION TEST:  It is highly unlikely that there will be
any problem during deceleration if there is no other problems
with the  fuel system, but it is a good idea to test for a
stalling condition during rapid deceleration.  The Carburetor
Enhancer normally holds back fuel during deceleration because of
the high deceleration vacuum in the intake manifold.  But in a
rare case, it has been found that some engines don't recover fast
enough and stall.  This is easily fixed by simply (as noted
above) closing the brass valve(5) a bit.

COOLER: Exhaust Temperatures can be tested, simply stick a
thermometer at the end of the tailpipe to determine this.  

POLLUTION :If  a test for pollution is made, a considerable
drop from the normal level of unburned hydrocarbons found in the
exhaust will be observed.8

REWARD:  An intake manifold vacuum gauge is recommended.. 
Order from local auto supply store or JC Whitney & Co., 1917-19
Archer Ave., PO Box 8410, Chicago, IL, 60680, Phone
(312)431-6102.  It is the intake vacuum that makes the Carburetor
Enhancer work and the higher it can be kept the greater the
savings in gasoline and money.

REGULATOR:  Most inlet needle valves seal better if the fuel
pressure to them is reduced.  A fuel pressure regulator is
recommended. .The regulator is a variable 1-5 1/2 pound adjustable
regulator. Refer to the information given for Pressure
Regulator(12) earlier in this article.

NOTE: If a 'lean' fuel mixture such as this causes problems with
the valves, try experimenting with a supplementary water injection
system. This was used on propeller aircraft taking off from aircraft
carriers in WWII. It cools the cylinder heads of the engine.  

INFORMATION: If help or inst\allation advice is needed on the
Carburetor Enhancer or the many other products of Eagle Research,
write to: Eagle Research Inc., PO Box 1852, Eureka, Montana,
59917.  Or, Eagle Research, PO Box 130, Galloway, BC, V0B 1P0,
Canada.  A message can be left at (250) 429-3132.  We do not have
a phone in our shop, we found it interrupts our work.  We prefer
to correspond by mail or email; wiseman@.eagle-research.com  
Website:www.eagle-research.com   Eagle Research is a non-profit
research organization.

This article has been reformatted for transmission over the
Internet.  Unlimited copies may be made for redistribution
provided that no cuts or alterations are made to the original and
credit is given to the International Tesla Society. Technical
comments/notes may be attached, provided they are identified as
such and are separate from the article. 

An Addendum giving Patent listings and other tech info is extra. 
This must be included  unaltered with any copies of the Tesla
article.



FOOTNOTES:

[1] The Scientific American Digest March,1926., pp.185. "Doubling
The Automotive Mileage Per Gallon"

[2] US Patent 3,957,024 Mills 'Device For Vaporizing Liquid Fuel' 

[3] US Patent 3,957,024 column1, line40

[4] US Patent 3,927,651 "Device For Vaporizing Fuel"
column1,line35

[5] SAE Paper #760564. "The Vapipe,A Practical System For
Producing Homogenous Air Mixtures" Society Of Automotive
Engineers. www.sae.org/PRODSERVE/TECHPAPE/individu.htm 
tel#412-776-4970

[6] US Patent 4.083,340 'Gasoline Superheater'   

[7] JC Whitney: www.jcw-catalog.com
tel#312-431-6111USA,312-431-5615other,8-5CST.customer email:
72143.2561@compuserve.com Amex,Visa,Mastercard,Discover

[8] SAE Journal,July 1961 Paper No. 380-D "Leaner SI Engine Diet
Boosts Efficiency" Prof.JM Bolt&David H. Holkeboer

Tesla, A Journal Of Modern Science. Available with membership in
International Tesla Society,2220 East Bijou St.,POB 5636,Colorado
Springs CO. 80931.  Tel:719-475-0918, 1-800-397-0137(USA),
FAX:719-475-0582. Internet: www.tesla.org

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Visa, American Express cards accepted.

Third Quarter, 1997 vol. V111, Number 3

TESLA: A Journal of Modern Science - 3rd Quarter 1997 














Addendum



A list of all vapor patents in US class 123, subclass 545 is
included.  The Manuel of Classification of the US Patent offices
classes all types of devices in categories by using a number. 
Class 123 is internal combustion engines.  A subclass of this
class is defined as: "the various subordinate elements designed
for and adapted to be used only with internal combustion engines
and therefore included in this class are indicated in the
definitions hereinafter appearing of the various subclasses." 1 
Class 545 is a type of carburetor for an internal
combustion engine that vaporizes the gasoline using a heat
exchanger. In the words of the Manuel: "& Class 545= Heating
medium surrounds combustible mixture-subject matter under
subclass 543 in which the heating medium completely surrounds a
conduit or passage containing the combustible mixture." The
reference 'under subclass 543' further clarifies the definition:
"& the charge forming device or a part thereof for heating the
combustible mixture formed by the charge forming means.2  Most
of these patents use the heat from exhaust gases to do this. 
There exists a system of International Classes that can be used
to cross reference US patents to similar patents in other
countries. There also exist special patents called 'International
Patents' that use this classification system.  The International
Classification for these patents in US Patent Class 123[internal
combustion engines] 545[heat exchanger /vaporizer carburetors]
is: F02M  031/00  [Use this syntax when searching the IBM
website, otherwise use: F02M 31/00 in USPTO website]

   There are three other subclasses that also contain many
vaporizer patents. The USPTO site can also be searched using the
International Classification. This brings up many vapor patents
that for technical reasons are 'hidden' in other subclasses.  To
conduct a search on the USPTO website, follow this procedure: 
1.Go to USPTO web page by entering its address: www.uspto.gov 
Click 'Search Patents'.

2.Under the category 'US Patent Bibliographic Database', click
"Advanced Search".

3.In " Advanced Search"  Page, click 'All' under  Select Database
subheading.

4.There are four US classes  in total that  contain vapor
patents, and the International Class which acts as a cross
reference to 'hidden' patents. These are listed in the following
table:



A)Patent Classes

B)NumberUSP in Class

C)Definitions

D(Enter under 'Query'



A)123/545

B)569(1997-1900AD)

C)Heating Medium surrounds combustible mixture

D)CCL/123/545 



A)123/546

B)57(1997-1976AD)

C)Combustible Mixture surrounds heating medium

D)CCL/123/546 



A)123/547

B)111(1997-1976AD)

C)Combustible mixture and heating medium adjoin one another 
D)CCL/123/547 



A)123/543

B)44(1997-1976AD)

C)Heating of Combustible Mixture

D)CCL/123/543 



A)F02M 31/00

B)578(1997-1976AD)

C)International Patent Classification for gasoline vapor patents
&related devices.

D)ICL/F02M-31/00





5.In the "Advanced Search"  Page, enter under 'Query' the
appropriate command line to search for patents under the Patent
Classes. For example, enter ICL/F02M-31/00  after the flashing
I-beam under 'Query' to access International Patent
Classification database listed above under Definitions containing
Patent Numbers of US Patents herein. Then Click 'Search' to bring
these patents up onscreen on the USPTO webpage.

   There is a website on the Internet maintained by IBM
corporation that has a file of US Patents going back over twenty
years. The user is able to call up an  image-copy of the original
patent-text and drawings-on this website ,if they type in the
patent number. The internet address of this site is:
http://patent.womplex.ibm.com  The images of the patent page on
the computer screen can be captured by a screen saver such as
Hypersnap and stored on the 'C' drive of the users computer as
readable image files in BMP,GIF or JPEG format. To save the
patent images and text in readable format, it is advisable to
save them as BMP or Windows Bitmap files.   Hypersnap is
shareware, and is fully functional.   It is designed to work  in
the Windows95 and NT environment, and can be downloaded from:
http://www.hyperionics.com/www.snap32.htm  For users of Windows
3.1 there is wcaptr31.zip, or capture3.zip available as shareware
from: http://www.rad.kumc.edu/win31/clipbrd.htm   A Macintosh
version of Hypersnap called  Screen Catcher exists; there is a
link for this on the Hypersnap WebPages. The full address for
this is: http://www.stclairsw.com/ScreenCatcher/index.html  
   The United States Patent Office maintains links to websites of 
Patent Offices throughout the world. This can be accessed at
address: http://www.uspto.gov/web/menu/other.html  On these other
web pages, there are links as to yet other sites not given from
the USPTO link.  The user can also physically examine copies of
the Official Gazette or actual US patents in the Patent Office of
their respective country.  By international treaty, the USPTO has
a reciprocal agreement to exchange patent information with other
countries . In Israel, for example, copies of the weekly Official
Gazette (which contains a drawing and abstract of newly issued
patents) are available from:

* Israeli Patent Office Library

Lev Hagiva, Building11,

Beit Hadefus Street, 11 

POB34255 

Jerusalem 91341

Israel

   There exist patents of recent vintage that deal with using
heat to vaporize gasoline and intake air for fuel injection
systems in internal combustion engines. The Chandler patent of
1995 is one of them, he even goes as far as to cite the patents
and early work of the Canadian inventor CN Pogue on gasoline
vaporization in the late l930's!3

   An index of  US Patents in class123, subclass 545- ' internal
combustion engine carburetors that use heat to vaporize gasoline'
is given from the years 1997 to 1900:

Classification: 123/545                                   Total:
569 



5606956 O 5598826 X 5555855 X 5396866 X 5353772 O 5335639 O 5327875  

5327874 O 5291870 O 5247909 X 5146897 X 5134986 X 5123398 X 5101801  

5086748 X 5086747 X 5048501 X 5042447 X 5040518 X 5040517 O 5038742  

5027759 X 5019120 X 5012788 O 4984555 O 4979483 X 4971018 X 4955351  

4883616 X 4883040 X 4865004 X 4862859 O 4829969 X 4768493 X 4718393  

4717808 RX 4708100 X 4671245 O 4667643 O 4651702 X 4637365 O 4611567*  

4603672 O 4593670 O 4592329 O 4583511 O 4574764 O 4548183 X 4534333  

4524746 X 4513720 X 4513698 X 4503833 O 4491552 X 4478198 X 4469077  

4467773 X 4465053 X 4463737 X 4452216 X 4438750 X 4434772 X 4425899  

4420439 X 4416242 X 4407254 X 4404948 X 4401090 O 4399797 X 4399796  

4399794 X 4388910 X 4379770 X 4377148 X 4372275 X 4366798 X 4357926  

4351284 O 4338906 O 4327691 X 4318386 X 4302407 X 4300513 O 4286564  

4256066 O 4212274 X 4192270 O 4167165*  4151820 X 4147144 O 4142481  

4108953 X 4053013 X 4048969 X 4044741 O 4030457 X 4003357 O 3989014  

3977366 X 3961616 O 3944634 X 3930476 O 3918423 X 3916859 X 3911881  

3895617 O 3892211 X 3859971 X 3841284 O 3832985 O 3828736 X 3797468  

3789817 O 3788292 O 3762385 O 3756022 X 3741180 O 3658042 X 3554174  

3543736 X 3509860 O 3496919 X 3494342 X 3444848 X 3380442 O 3273550  

3150652 X 3139874 X 3114357 X 3091229 X 3032023 O 3019781 O 2991778  

2989956 O 2968297 O 2896658 X 2864355 O 2833262 X 2826183 O 2808041  

2807245 X 2796855 X 2793633 O 2767699 O 2733698 O 2720197 X 2715520  

2710605 O 2698613 O 2673446 O 2634983 X 2627257 X 2597977 O 2582916  

2560197 X 2473808 O 2424723 X 2325850 X 2319752 O 2296790 O 2287593  

2273957 X 2269930 O 2269706 O 2261493 O 2257047 X 2254775 O 2254634  

2252415 O 2251999 O 2250786 O 2234901 X 2232413 O 2216801 X 2213154  

2192067 X 2189022 X 2185573 X 2181058 O 2155162 O 2145029 O 2140254  

2133775 O 2125216 O 2119885 O 2119179 X 2112568 X 2110806 O 2108639  

2104013 X 2103902 X 2100466 O 2099278 X 2092246 O 2090823 X 2082666  

2080662 O 2080420 X 2075330 O 2068952 O 2067292 O 2066922 X 2054997  

2049596 X 2030508 O 2016881 O 2016695 O 2016694 X 2004093 O 2001669  

2001466 O 2000669 X 1999237 X 1998497 X 1997497 X 1985271 O 1975093  

1974722 X 1973889 O 1961249 O 1955242 X 1954586 X 1947048 O 1944396  

1941487 X 1931781 X 1918380 O 1916952 O 1913684 O 1913497 O 1903433  

1897540 O 1891768 O 1889648 X 1889619 X 1881671 O 1881562 O 1881434  

1879551 O 1874327 O 1867457 O 1865515 X 1864608 X 1862723 X 1855129  

1849135 O 1846008 O 1844298 O 1844041 O 1841740 O 1834202 O 1833552  

1833183 O 1829400 X 1828899 O 1825225 O 1824926 O 1822147 O 1821047  

1819284 O 1815432 O 1815178 X 1813406 X 1812950 O 1812939 X 1811540  

1806581 X 1806045 X 1803461 X 1800426 O 1795037 O 1795036 X 1792828  

1792367 O 1790812 O 1788929 O 1786233 X 1783781 O 1778190 O 1777554  

1770689 O 1766794 O 1766781 O 1766709 O 1763948 O 1761960 O 1753788  

1751511 O 1749035 O 1749029 O 1747361 X 1736003 O 1728421 O 1727605  

1722846 O 1714210 X 1713701 O 1712465 O 1709968 X 1706492 O 1696881  

1696761 X 1689942 O 1686609 X 1685564 O 1680373 O 1678045 X 1676955  

1675870 O 1670550 O 1667886 O 1660609 O 1651393 O 1646779 O 1641619  

1637768 O 1635266 O 1634968 X 1633909 O 1627671 X 1626783 O 1626727  

1626561 O 1625135 O 1625134 O 1624249 O 1624229 X 1613029 O 1612377  

1611299 X 1610541 O 1610000 O 1598289 X 1591071 X 1583584 O 1576301  

1575859 X 1572747 X 1562670 X 1557657 X 1555807 X 1547474 X 1541431  

1540144 O 1539963 O 1539126 O 1534290 O 1533855 O 1533432 O 1533196 

1525956 X 1524680 O 1519516 X 1514189 X 1511820 X 1507315 O 1503900  

1503821 O 1503805 X 1496102 X 1487234 O 1486058 O 1477724 O 1476316  

1476281 X 1474359 O 1473999 X 1472899 O 1472326 X 1472264 X 1471600  

1470659 O 1467759 X 1467225 X 1466647 O 1464759 O 1464466 O 1456572  

1453007 X 1449333 X 1448781 O 1448641 O 1447975 O 1447089 X 1445194  

1444852 O 1439146 O 1438877 X 1434353 O 1431327 O 1431326 O 1431281 

1420684 X 1420616 X 1416977 X 1416352 X 1415086 O 1409093 X 1406598  

1404215 X 1403350 X 1400955 X 1400485 O 1392168 X 1386376 X 1386297  

1384281 X 1379437 X 1377990 O 1377369 O 1374927 X 1374280 O 1372194  

1366831 X 1366018 X 1365564 X 1361503 X 1360098 X 1359168 O 1358686  

1355076 X 1354484 O 1348066 O 1345927 X 1345378 X 1342950 O 1342869  

1341141 X 1339870 X 1335990 X 1335665 O 1325998 O 1317709 X 1316346  

1314872 X 1313639 X 1311417 O 1306496 O 1304987 X 1304205 X 1303559  

1299648 X 1289605 X 1285652 X 1284643 X 1283125 X 1283068 X 1278558  

1274707 X 1269252 X 1267924 X 1267139 O 1265735 X 1263259 X 1260388  

1256738 O 1256186 X 1253682 O 1253681 O 1253642 X 1252796 X 1248417  

1247983 X 1245519 O 1244151 O 1242975 X 1238404 X 1237536 O 1233744  

1233287 X 1230116 X 1230092 X 1228415 O 1227649 O 1227551 X 1222860  

1222548 X 1220281 X 1218867 O 1217781 X 1217448 X 1213817 X 1213736  

1211775 X 1207664 X 1205540 X 1201977 O 1201871 X 1201731 X 1199573  

1198013 O 1195764 X 1193004 X 1190252 X 1190129 O 1178972 O 1178276  

1176816 X 1171435 O 1170337 X 1165656 X 1160438 X 1158494 X 1155599  

1154617 X 1145995 X 1143902 X 1143092 X 1140064 X 1137057 O 1136675  

1135113 O 1132420 X 1129794 X 1128133 X 1121868 X 1114200 X 1111140  

1108916 X 1106881 O 1105592 X 1102478 X 1099842 O 1099271 X 1098915  

1080139 X 1079338 X 1078919 O 1072875 X 1061626 X 1056760 X 1049417  

1042004 X 1038300 X 1032937 O 1021326 X 1016741 X 1013759 X 1006088  

0994658 O 0983307 O 0976237 X 0970429 X 0946780 X 0906671 X 0906111  

0896183 X 0869675 X 0868834 O 0862377 O 0800777 X 0796684 X 0765814  

0762271 X 0749864 X 0662169 X 0657738 O 0620586 O 0609831 O 0600107  

0571495 X 0541773 X 0535914 X 0433806 X 0385121 X 0287578 X 0276075  

RE22529 O RE18052 X 3640256*

   

    Several vaporizer devices using heat to vaporize fuel have
been commercially produced in the first half of the  twentieth
century. Considering the Otto-cycle or four stroke internal
combustion engine is mechanically the same since its invention
before the turn of this century, could we not conclude that these
vaporizer systems are practical and work? Material discussed
earlier in this paper-the vapipe-leads us to this conclusion.  We
have not been able to find any such examples commercially
produced and marketed after 1940. 

   There are two types of  heat-exchanger vaporizers-those that
burn heavy oils and those that vaporize gasoline. Heavy oils and
kerosene will run an internal combustion or 'gas' engine, if the
heavy ends in the fuel can be put into a vapor state-either by
heat or mechanical action.  Before the 'gas crises' of the
1970's, kerosene cost from 1/2 to 1/3 the price of an equivalent
quantity of gasoline in the USA. This made such vaporizers
economically practical, since a farmer or machinery operator
would save a considerable amount in fuel costs.  

    The 1905 Scientific American  has an advertisement on page
433 for 'The Meitz And Weiss Kerosene and Gas Engine'. It was "&
belted or directly coupled to dynamo for electric lighting,
charging storage batteries, pumping, and all power purposes&
ADOPTED BY US GOVERNMENT & Highest award, direct coupled
generator set Paris Exposition1900& Gold Metal, Pan American
Exposition1901."4  Gasoline engines were adopted in Great
Britain for burning low grade kerosene and oils in generator and
agricultural work as early as 1911.5  Scientific American
published further favorable comments on the development of
'distillate gasifiers' in 1913.6  The Society Of Automotive
Engineers was aware of vapor technology in 1913. N.B. Pope,
Member of the Society says of this:

       "& It is evident that at least that a carburetor designed 
        for heavy fuel may be more satisfactorily operated  
        with gasoline than a gasoline carburetor with heavier fuel.
        To assist in the vaporization of the lower grade fuels, 
        more heat is necessary than for gasoline."7

 

 The process of using heat to vaporize fuel was accepted by
mainstream engineers from the earliest period.8


   A retired mechanical engineer told us that the US Government
Bureau Of Standards certified and tested fuel vapor systems
submitted for inspection up to the early 1930's. In view of the
claim 'ADOPTED BY THE US GOVERNMENT' made in the early Scientific
American  advertisement, we wondered if such records of tests
conducted might still exist in Government archives. A Freedom Of
Information Act(FOIA) request to the National Bureau Of Standards
gave the following reply: 

        "& records of the tests you are requesting have been 
         disposed of. In the 1958-1960 period, National Bureau
         Of Standards made a decision to destroy certain test
         records after holding them for 20 years.  This decision
         was made after Congressional approval was given."9


   A practical vapor carburetor system for use on the internal
combustion engine in the Fordson tractor enabling it to use "&
the whole range of fuel oils, from benzol and gasoline down
through kerosene to the very heavy fuels, such as black oil
commonly used in Borneo."10  The device was made by the Holly
Carburetor Company, (which today makes carburetors for
'performance' cars or "hot rods") in the year 1925. The editors
of Automotive Industries tested a Fordson tractor running the
gasoline engine with waste crankcase lubricant!  It was said of
this:

             "& runs under actual field conditions were made  
             with the tank filled with waste crankcase lubricant. 
             Even with this unusual fuel, little or no smoke  
             showed at the exhaust end and the engine had the  
             flexibility of gasoline operation& the element 
             time lag has been  reduced to a minimum, so 

             that with the improved economy the demand for  
             flexibility and ease of starting has been
             satisfied."11


   The Holley Vaporizer installed in the Fordson Tractor was so
popular with farmers around the world that Bates and Strettell in
the Proceedings Of the Institution Of Mechanical Engineers report
on its widespread use in Great Britain in 1962!12  In the
intervening period, we found two other references to a multifuel
vaporizer that was marketed to the public in the literature. In
1936, the Italian company Fiat developed a vaporizing system for
heavy fuels known as the "Naftoil". It was two carburetors in
one, starting on gasoline and switching to heavy oils such as
kerosene and gas oil when the motor was warm enough to run the
vaporizer carburetor.13  The Italian engineer A.P. Castellini
used fuel oil in a gasoline engine by using a high pressure pump
which forced the fuel at a pressure of 3600 pounds through very
fine jets into the intake passage. The oil is vaporized by
mechanical means instead of heat. The engine was said to be
readily started when cold, a problem with these systems.14
This was in 1936, and we could find no more references to the
production of such devices in the literature. 

   This system will work on the internal combustion engines of
today.  Refer to recently granted US Patent # 5,555,853.  The
possible practical result of further research into this is that
so called 'waste oil' that is normally is discarded
(recycled=given back to the oil companies) can be used to power a
gas engine. This might be important if political crises like the
oil price hikes of the early 1970's take place again. The
Abstract of the Patent says:



           "A lightweight back-pack generator set having a spark- 
            ignited engine operating onmiddle-distillate fuels  
            (e.g.:JP-5 and F-34) has been provided. The generator 
            set includes a back-pack frame; an alternator, and a 
            spark-ignited combustion engine,adapted to operate on 
            middle-distillate fuel. The engine uses a preheater  
            for heating the intake manifold to facilitate  
            start-up operation of the engine."

A conversation with one of the inventors in Canada by telephone
revealed some interesting points. He was familiar with the 1925
Holley Vaporizer and said that his unit would also run on
(filtered and strained) crankcase oil or other wastes of this
type. As described in the Abstract, this would make it practical
for an infantry unit in a wartime environment, since the group
could use almost any petroleum distillate as fuel.  He also said
it could be used in larger engines, such as an
alternator/generator or stationery engines on a farm.  Pollution
levels were at or below United States Environmental Protection
Agency requirements for conventional gasoline engines. It was
easy to start in cold weather-overcoming a major disadvantage of
older units. 

   Vaporizer carburetors for gasoline using exhaust heat have
been commercially produced in the past in the United States and
elsewhere. In 1923, the Stewart-Warner Corporation sold an
exhaust gas operated heat exchanger carburetor vaporizer system
commercially in the United States. The system was favorably
reported on in the technical literature of the time.15  It was
said:

       "Further claims for the direct fuel system are that it
        eliminates the formation ofcarbon, as the fully vaporized
        fuel will burn more nearly completely; that it permits
        the use of lower jacket water temperatures; that it reduces
        the tendency to detonate; that it provides better fuel
        distribution-ensuring smoother performance and that it
        reduces crankcase dilution and its related troubles- 
        wear and corrosion."16


   In 1924, a vaporizer was produced and sold by a group of 
Chicago engineers. It used exhaust gas to vaporize the gasoline,
and claimed to be self adjusting inasmuch as it enriched the fuel
for high speed and heavy pull and leaned it otherwise. "& A
decrease in the CO(ie: carbon monoxide) content of the exhaust 
combined with a greater fuel efficiency was noted in the
article.17

   A gasoline vaporizer was developed in 1925 in Canton,Ohio . 
It was said of this device:   

       "& that none of the raw gasoline delivered by the carburetor
       during starting can get into the engine cylinders.  The fuel
       is vaporized not by contact with the relatively small and
       excessively hot area, which often results in cracking,
       but by a differential action which removes the lightest
       constituents first and brings the remainder in contact with
       surfaces of increased temperature until they are vaporized
       also."18

This principle is the same as that given in the writings of
inventor R. Covey in his patent 4,611,567 and in literature
privately printed and circulated by him.19  Covey referred to
the Voight patent 2,733,698 column 3, lines 40-45. He also
referred to the Spindler patent 2,185,573 page1,column2,lines
20-30 on 'dry' gas. He said that an understanding of these
patents is essential to successfully designing an efficient vapor
system. 

   Charles Nelson Pogue of Winnipeg, Canada produced a highly
efficient vaporizer carburetor using exhaust gas as a source of
heat for tractor and vehicle usage in the late 1930's. CN Pogue
was issued US patents 1,750,354  1,997,497   and 2,026,798.   The
final design based on his last patent would cut the gasoline
consumption of a tractor under conditions of maximum load down to
between one half and one third of what it was equipped with a
'stock' carburetor.  It obtained 130 miles per Imperial gallon on
a subcompact car with an 80 cubic inch engine cruising at 65mph
under ideal climatic conditions-early September-in Winnipeg and
surrounding areas. This claim was made by the head of an auto
firm in Winnipeg, Canada who has physical possession of part of a
Pogue carburetor system.20  In this article, the reader must be
mindful that an Imperial  gallon used in Canada in the 1930's
equals five US quarts of gasoline. This becomes one hundred miles
per US four quart gallon using a little arithmetic. The
carburetor was sold to farmers until the beginning of WWII, and
then its production and distribution stopped for undetermined
reasons.21  It has been said that the Pogue carburetor was used
under conditions of strict military secrecy in the North African
desert inside of the Bren Gun  Carrier against General Irwin
Rommel's Afrika Korps and may have been a reason for his defeat. 
It was also said to have doubled the effective range of these
vehicles under conditions of desert warfare-making them superior
to Rommel's technically better equipment.22  Former US President
Ronald Reagen issued an Executive Order declassifying all
activities and information recorded or experienced before the end
of World War II in 1945;so these adventures are no longer under a
security classification.  If any readers  know more and had
actually been involved in these military operations, please
contact us. 

   Since CN Pogue in the late 1930's, no heat exchanger type
vapor system has been commercially produced in the United States
or Canada. The large energy and automobile companies have
constructed working prototypes and done research on heat
exchanger vaporizer carburetors since the oil crises of the
1970's, although these have not been brought to public attention
in the mass media. 

   Douglas R. Hamburg of  Ford Motor Company was awarded a patent
for an 'Electric Fuel Vaporizer' in 1977.23  He published SAE
paper760288 on his work with this patent.24  He claims -as a
significant innovation- an electric vaporizer in series with the
exhaust operated system for an easy start from vapor. A gasoline
vaporizer system described in the August,1923 SAE Journal makes a
similar claim: "special efforts have been made in the design oft
the carburetor to facilitate starting in cold weather; to this
end, for starting, the gasoline is vaporized and superheated
electrically."25  The inventor Ray Covey solved the problem by
leaving the conventional carburetor attached to the engine and
placing the vaporizer in series with it connected  by a heat
insulated tube.  The engine could be started from the regular
carburetor and then switched over to vapor mode once the heat
exchanger had reached the proper temperature by use of a two way
electric solenoid switch in series with the carburetor fuel line.
This had the added advantage of being able to switch back to the
'stock' carburetor if there was a malfunction in the vapor
system.  Less complexity means fewer mechanical problems"-keep it
seriously simple" as inventor George Wiseman says.  Engineer
Hamburg says: 

       "The basic vaporized gasoline metering system utilizes
        engine exhaust heat to fully vaporize liquid gasoline
        entering an exhaust gas heat exchanger."26


Such technology has been well known to those skilled in the Art
for over half a century. The SAE Journal for August,1923 has an
extensive discussion of this concept by one of its members in the
article "Exhaust Heated Vaporizer."27  This is one of the
favorable results:

       "The use of extended lean limit operation is an intriguing
       approach tothe control of exhaust emissions, and is based 
       on the relation of such emissions to air fuel ratio shown             
       qualitatively in Figure 13."28

Figure 13 of SAE paper760288 shows an inverse relationship
between the percentage of NO(, HC and Carbon Monoxide emissions
from the exhaust and an increase in the Air-Fuel Ratio between
12:1 and 22:1.

   The heat exchanger 26 in Figure One of Hamburgs' 'Electric
Fuel Vaporizer' patent was granted a separate patent#4,161,931 in
1979.29  Hamburg and Giardini conclude:

       Experimental results have indicated that to the extent to 
       which the air-fuel ratio may be controlled more accurately,
       the ability to implement techniques for the reduction of 
       atmospheric pollutants generated by a combustion engine 
       may also be increased.30

If the more complete combustion of gasoline made possible by heat
exchanger technology makes workable lower polluting emissions
because these elements in gasoline are now vaporized and used to
power the engine, why hasn't the public learned of this new
technology?31  Would its use make a catalytic converter last
the life of the engine?  There are many other patents issued to
energy and automotive companies.32

  A minor but very important point-the intake manifold must also
be heated to prevent the gasoline vapor from condensing. See
General Motors Patent 3,892,214. Also see 'Manifold Vaporization
And Exhaust Gas Temperatures' in the SAE Journal.33

  Both the United States and British governments hold gasoline
vapor patents. US Patent 3,640,256 'System For Preconditioning A
Combustible Vapor' was invented by George M. Low in 1970 and is
held by the National Aeronautics And Space Administration. Using
a FOIA petition, we found that the project was shelved by a
memorandum written by a John Brogan of the EPA office in Ann
Arbor,Michigan citing SAE paper 670485. It is interesting to note
in spite of results indicating a drop in pollutants consistent
with all the literature cited previously, paper 670485 comes to
an ambivalent conclusion. Could it be poor design of the
apparatus- the vapor storage tank is the size of a home hot water
heater(9 cubic feet in size) when the one in Covey's successful
system was only a fraction of its size? Why did not the
bureaucrat Brogan cite other SAE papers giving successful results
that coincided with the lab tests on the NASA device?  The
British Government holds United States Patent 4,167,165.34  A
look at the illustrations of the device-this patent bears an
uncanny physical resemblance to the Bursley-Trask Fuel Adjuster
in the 1926 Scientific American article cited in our essay for
the scientific journal Tesla  If this older system can double the
mileage of an automotive engine, then what can Ian C. Findlay's
British patent do? We have found another vaporizer patent granted
to Ian C. Findlay assigned to the Shell Oil Corporation!35  Mr.
Findlay is a British subject.and so are the other two inventors
Rodger Lindsay and John Wilson of the patent assigned to the
Shell Oil Corporation. Findlay holds the British Government
patent with a George Gallacher, who is also a British subject.
Why has the public never heard of these patents?
  These systems will not work with leaded gasoline, 
or gasoline having "detergent" additives.  For experimentation,
be sure to use 'white gasoline', or gasoline containing NO
additives. High efficiency may have been achieved by some vapor 
systems using thermo catalytic cracking, the breakdown of large 
multiple chain molecules down into singular carbon molecules such 
as vaporous natural gas and methanol. These molecules have similar 
and lower vaporization temperatures than the 'heavy ends' in gasoline.
They will burn instantaneously and completely on ignition. 
The heat exchanger will have to reach a high temperature (400-430F in
manifold vacuum) for this reaction to occur36. 
 Many exhaust systems on an internal combustion engine may not 
be able to provide the exhaust heat to do this, since metals
like steel have a low thermal conductivity. There is a solution. 
Weld a catalytic converter in series between the exhaust manifold of 
the gasoline engine and the exhaust input to the heat 
exchanger/vaporizer that is described in the patents cited. 
The catalytic converter acts as a heat amplifier and its output is 
at a much higher temperature than its input. The thermal conductivity 
of steel is lower than that of copper or brass, but this will compensate.
Ray Covey(USP#4611567) used this with his system, as building a 
heat exchanger of1/8 or 1/4 inch dia.brass plate is 
very expensive.37 To control the exhaust heat temperature 
to the exhaust input of the vaporizer heat exchanger,
put two y-couplings and a pipe in parallel with the catalytic 
converter. A flapper valve in series with the parallelexhaust gas 
diverter pipe can be used to precisely control the temperature 
at the output of the catalytic converter/input to the heat 
exchanger/vaporizer. Opening the flapper valve allows the exhaust 
gas to flow around the catalytic converter, closing theflapper valve 
forces the exhaust gas to flow through the catalytic converter.
Partial adjustments can also be made. Covey recommendeda catalytic
converter from a Triumph sports car or VW Rabbit. "Junk"catalytic 
converters can be used, provided they are not fouled.  
Thermo catalytic cracking may be achieved by having nickel present in 
the steel walls of the heat exchanger vaporizing chamber, either as
plating or as an alloy of the steel in a substantial percentage.
[preferred] The nickel is a catalyst-it promotes the breakdown 
reaction but does not change chemically itself.  Hastelloy C2-76 
Stainless Steel(UNS#N01276) is approximately 60-65 per cent nickel. 
Inconel 625 is half nickel(UNS#N06625) and could also be used
to build a heat exchanger vaporizer chamber that could exhibit 
the thermo catalytic effect on gasoline38. 
This concept is completely described 
in US Patent 5,156,11439. Having the thermo catalytic 
cracking metal element/vaporizer separate and external from the
engine/cylinder head itself is to be preferred as a design consideration.
An inventor,Paul Pantoine has developed a device that performs 
similarly to Gunnerman's, but achieves the thermo catalytic cracking  
effect on an attachment mounted externally to the engine.
He has applied for a US patent, but this  has not been granted. 
Several US newspapers have described his device. 
His invention, which he calls the GEET device,has not been 
by any official or corporate labs, as the Gunnerman device has, 
although it apparently runs on similar principles40. 
Other patents cited here may or may not run on the principle 
of thermo catalytic cracking of gasoline,(pyrolysis)or the inventors 
might have hidden this information in the patent application for 
legal reasons. The late Ray Covey(US Patent 4611567)observed this 
process in his device but was unaware of exactly what was 
happening-more than just vaporization of the fractions ofgasoline 
was occurring41. This vaporization using heat
is as described in the drawings of most of the patents cited.


    In conclusion we have found information that might also be of
interest to farmers. In the USA, a farmer can obtain a permit to
convert waste vegetable material to alcohol for fuel. The Mobil
Oil Corp. published a paper describing work on the conversion of
ethyl alcohol to gasoline.42  The Environmental Protection
Agency at the China Lake Naval Weapons Research Center developed
a system that converts cellulosic(ie:green plant) type solid
wastes or biomass(ie:plant material) to gasoline.43  Could the
farmer use this to co operatively make his/her own gasoline for
farm equipment from wastes normally discarded?   Has further work
been done on this? 
. 

                                                                                      
The Ray Covey Patent 4611567*  has been highlighted and
underlined, and marked with an asterisk to bring it to the
reader's attention. So have US(3,640,256*)& British
Government(4,157,165*) held patents.



Footnotes:



[1] US Patent Office Internet version of Manuel Of
Classification:
http://app1.1uspto.gov/cgi-bin/iftech4?index+CLASS+1+17392+257+0+
19+OF+39+78+1+123%2f545

[2] Ibid.

[3] US Patent 5,394,838 'Vaporized Fuel Injection System'. Also
see: US Patent 5,056,495(Texas Instruments)

[4] Scientific American Volume XCII, Number 21 May 27,1905 pp.433 
[5] Engineering (Great Britain),February 17,1911. 'The Davis
Paraffin Carburettor', page216

[6] Scientific American August 2,1913 Article: 'Distillate
Gasifiers For Motor Vehicles' page95.

[7] SAE Transactions,1913 Part I, Volume VIII, pages 118-119.
Article: "Low Grade Motor Fuel For Trucks"

[8] SAE Transactions, 1911 'Carburetor Division Report',1911 page
648. [Here the SAE sets construction standards for vaporizer
carburetors!] Article:'Kerosene Carburetors', AC Bennett.
[discussion and extensive bibliography. An early system, the
'Wilcox Bennet Vaporizer' illustrated. Source: University of
Rochester Libraries. Dewey Decimal Classification: TL2 S678t v.6  
Also, see Scientific American June 3,1916 page 584  Article:
'Plain Facts About Kerosene Carburetors', Victor W Page M.S.A.E. 
[9] Karl E. Bell, Deputy Director Of Administration, F.O.I.A.
Officer, FOIA request, 9/15/83

[10] Automotive Industries.,April 16,1925. page 698-699. Article:
'New Holly Vaporizer Permits Use of Any Grade Of Fuel'

[11] Automotive Industries  Ibid., page698

[12] Proc.Instn. Mech. Engrs.(A.D.)  (Great Britain)No.4,1961-62
pages 146-157.[cite:pp147]  'The Influence Of Tractor Service
Conditions On The Quality Of Fuels,Lubricants,and Protective
Materials', E.S.Bates&R.P. Strettell

[13] Automotive Industries. January 17,1924, pp.141. "Vaporizing
System For Heavy Fuels Designed By Fiat"

[14] Motor., January 1936, page 62 Article: 'High -Pressure
carburetor Uses Fuel Oil'

[15] Automotive Industries, June 30,1923  pp. 1004-1006
'Atomization Takes Place In Tank In New Fuel System', A.F.
Denham.

[16] Automotive Industries., June 30,1923 pp.1006

[17] Automotive Industries, December 18,1924. pp. 1049-1050 'New
Device Enriches Charge For High Speed and Heavy Pull And Leans It
Otherwise'. By  W.L. Carver.

[18] Automotive Industries., September 24, 1925 pp.516 'Designs New
Fuel Vaporizer'

[19] R.Covey, personal communication

[20] Winnipeg Free Press., August 18, 1973 page 6 Article:  'Auto
Firm Head Recalls That F"Legendary" Carburetor By Greg Shilliday. 
[21] Winnipeg Free Press.,April 30,1942 page8. 'Hints Pogue
Carburetor Sabotaged'

[22] personal communication-war veteran

[23] US Patent 4.047,512  Electric Fuel Vaporizer Douglas R.
Hamburg and Jerome F. Hough  Assignee: Ford Motor Company 
International Claims: F02M 031/00  US  Classification: 123/122 
[24] SAE Paper #760288 A Vaporized Gasoline Metering System For
Internal Combustion Engines  D.R. Hamburg and  J.E. Hyland 
Engineering and Research Staff, Ford Motor Company.  

[25] Journal Of The Society Of Automotive Engineers.,
August,1923. Vol.XIII.,Number 2. Page 131.

[26] SAE Paper#760288., pp.3

[27] The Journal Of The Society Of Automotive Engineers
August,1923. pages 130-132.  Article: 'Exhaust Heated Vaporizer'  
[28] SAE Paper #760288   page7.

[29] US Patent 4,161,931 Douglas R. Hamburg, Dante S. Giardini,
'Vapor Temperature Controlled Gas Heat Exchanger' Asignee: Ford
Motor Corporation

[30] US Patent 4,161,931, column2,line20

[31] SAE Paper 720462 'Ethics Of The Professional Automotive
Engineer'.

[32] Examples given are US Patents, assignee in parenthesis:
4,085,721(Exxon), 3,996,906(GM), 3,763,839(Phillips Petroleum),
3,957,024(Shell Oil), 3,927,651(Shell Oil) ,  4,087,512(Ford), 
4,022,172(American Motors),  3,851,633(General Motors)

[33] SAE Journal., March,1922, Volume X, Number 3.,pages 171-176
"Manifold Vaporization And Exhaust Gas Temperatures", O.C.Berry
and C.S. Kegerreis(Purdue University)

[34] US Patent 4,167,165 Fuel Vaporizer For Internal Combustion
Engines. Ian C. Findlay and George C. Gallagher, both of Glasgow,
Scotland., assignors to The Secretary Of State For  Industry In
Her Britannic Majesty's Government Of The United Kingdom Of Great
Britain And Northern Ireland.

[35] US Patent 3,763,838. Ian C. Findlay, Rodger Lindsay, John
Wilson  'Carburetor Having A Heat Pipe For Vaporizing Fuel'
Asignee: Shell Oil Company, New York, New York. Oct 9,1973 

[36] McGraw-Hill Encyclopaedia Of Science And Technology,
8th Edition, 1997 McGraw-Hill Pub.Corp. N.Y.. N.Y.. Volume 
13,page 327
Aviation Gasoline=33 degrees to 170 degrees Centigrade,
100 degrees to 392 degrees Fahrenheit.
Automobile Gasoline=-1 degree to 200 degrees Centigrade,or 
30 degreesto 390 degrees Fahrenheit. [page 325]
Kirk-Othmer Encyclopaedia Of Chemical Technology.
J.Wiley&Sons.Corp,N.Y.,N.Y.. Vol..11,pp.661
Light Gas Oil=200-300 degrees Centigrade=
[324-572 degrees Fahrenheit]
Heavy Gas Oil=300-400 degrees Centigrade=
(572-752 degrees Fahrenheit.)

[37] 7030 Brass.CDA260 Cartridge Brass 
Used in rifle ammo.= Copper68%,.07%Lead,.05%Iron,
rest is zinc Cost: Metal plate,1 square foot,
1/8 inch-$89.95(US)  Takes nickel plating well, 
will not decompose at 400F

[38] Inconel625=61%Nickel,21%Chrome,9.5%Molybdenum,3.6%Niobium,
plus tantalum.  Cost,one square foot 3/16 inch is:$11.00/100 
pound lot.  One square foot is 8 1/2 lbs.
   Hastelloy G30=65%Nickel,35%chromium,molybdenum,silicon,
carbon(trace),copper(trace)
   310 Stainless Steel= 20%Nickel,25%Chrome,
1%Manganese,1/2%Silicon,Iron
One square foot 3/16 inch plate is @$9

[39]Business Week, August 8,1994 "Engines That Run 
On Water?"Author:Otis Port of New York. Science and 
Technology Section. Business Week says that Gunnerman's 
company "A-55LP" has formed a joint venture with 
Caterpillar, Incorporated-the tractor company. 
In tests,Reno,Nevada powered a city bus with Gunnermans' 
system for five months. The United States Air Force tested 
it at the Elmdorf Base in Alaska. The Minnesota Transportation
Department sponsered a five vehicle journey from Reno to 
Minnesota using vehicles equipped with his system. We 
Quote Business Week: 
"Gunnerman claims to have a technology that enables engines 
to burn a mixture of half fuel, half water. Yes, water. 
What's more, he says, the mixture gets 40% better mileage 
from the gasoline it contains and emits significantly less
 pollution because engines run cooler. In particular, 
tailpipes emit virtually no nitrogen oxides--the principal 
source of smog.Why does the fuel result in better mileage? 
Gunnerman believes the water gets broken down into hydrogen 
and oxygen, and the hydrogen contributes energy to the 
combustion process. That's because there is one additional 
trick in his patented process: A small piece of nickel must 
be attached to the crown of each piston or the top of 
the cylinder heads. The nickel seems to act as a catalyst 
in `dissociating' the water, says Gunnerman."  
There is a 'hidden' aspect of his patent application, the 
nickel is NOT a small piece attached to the top of the 
cylinder.[Column7,line10]   Instead,  it  is  a  nickel 
screen made of 22 or 24 AWG mesh  pure nickel. This 
is inserted between two pieces of a head gasket made of 
asbestos or other insulating material, and is thermally 
and electrically insulated from the engine block.   The 
nickel  screen CANNOT physically touch any of the head 
bolts on the engine, and a tab leads out from the gasket. 
This tab is attached to a negative direct current  voltage 
potential, the positive pole being attached to the block 
of the engine and serving as electrical ground. These 
"electrodes" are completely electrically insulated from
each other! The catalytic reaction described in his patent
-the breakdown of the water molecule into hydrogen and 
oxygen is caused by an electrical potential in the nickel 
catalyst and the heat liberated by the gasoline exploding 
in the cylinder of the engine. We do not know the DC 
voltage that must be applied to the catalyst  in order 
to start this reaction. This  is an  electrical  potential, 
no appreciable current is drawn. It is simple enough to 
find out-start from 12VDC and increase the voltage on the 
catalyst/crankcase "electrodes" until the  reaction  
described  in  the  patent starts to happen. 
The nickel wire screen is important because the screen 
gives a relatively large surface area for this 
to occur within the cylinder of the engine.  

[40] See: Emery County Progress(UT.)  Tuesday, 
Friday 20,1996(Utah) "Inventor Proposes Revolutionary 
Engine" By Scott Niendorf  Progress Editor. Page 2A    
Also see: Marin Independent Journal(Ca.)  
November 7, 1992 Nurturing, Inventions, Ideas. 
Section/A-11.  "In Quest Of Perfect Engine" By Tom Nelson, 
IJ Business Editor. 
Also See: El Dorado Gazette(Ca.) Vol. IV, Nr.5.  
November 7,1984. "Garden Valley Inventor Fights Uphill 
Battle"  By Dorothy Ingram. 
The inventor can be contacted: Geet Management, LLC. 
213 West 4800 South, Salt Lake City Utah 94107. 
Tel#(801)281-4577, FAX(801)281-4578. A fully working model,
the 'UniversitySpecial' is available for US$1850 for research
purposes by faculty in an accredited University. 

[41] Personal communication to author. 

[42]'Engineering Index Annual, 1982 Citation04372, 
page 3210Thermochemical Conversion Of Wastes/Biomass 
To Gasoline'. 
Abstract: '& The process involves three operations: 
a selective pyrolysis step to convert the feedstock to 
gases rich in olefins such as ethylene,propylene, and 
butylene,a compression and purification step to concentrate 
this gasolene, and a thermal polymerization step to convert 
the olefins primarily to high octane gasoline& .
this work discusses the information necessary to determine 
product yield as well as work done by Dow chemical&
" reference:

[43]Liberick Walter W,Jr. (US EPA,Cincinnati Ohio,USA) 
Symposium Paper:Energy From BiomassAnd Waste#4,Buena 
Vista FlaUSA January21-25. 1980.  Published by the 
Institute of Gas Technology Chicago,Illinois,USA 
pages 747-763.