(word processor parameters LM=8, RM=75, TM=2, BM=2) Taken from KeelyNet BBS (214) 324-3501 Sponsored by Vangard Sciences PO BOX 1031 Mesquite, TX 75150 There are ABSOLUTELY NO RESTRICTIONS on duplicating, publishing or distributing the files on KeelyNet except where noted! June 11, 1993 FUEL1.ASC -------------------------------------------------------------------- This file shared with KeelyNet courtesy of William Price. -------------------------------------------------------------------- This file is in response to the message concerning vapor carburetors. During the late 70's I was involved with a group in Southern California called "The Carburetor Union". The union was a loose knit group of engineers and tinkers. The purpose of the group was to investigate and promote high mileage fuel systems for cars. The group met once a month at Mile Square Park in Fountain Valley California. Small groups within the union typically met every Saturday. The fuel systems that were developed and shown at the meetings ranged from somewhat usable to outright dangerous. Several members even constructed Pogue vapor carburetors modeled after Pogue's patent papers. To the best of my knowledge none of the systems were ever produced commercially except for a remake of the fish variable jet single barrel carburetor. The following is a summary of the typical systems. Air Cleaner Vapor System ------------------------ This device was constructed from the an air cleaner and was successfully used on a 1970 Volvo. Basically, fuel was pumped directly into the air cleaner through a fitting on the side of the air cleaner's body. The air filter was removed and the empty space inside the air cleaner was filled with a coarse steel wool in order to increase the surface area of the device. This enhanced the fuel evaporation. A stand pipe was fitted through the bottom of the air cleaner and allowed about half an inch of fuel to remain in the bottom of the air cleaner. The stand pipe returned the overflow fuel to the fuel tank. The air cleaner had two additional features. The cover was modified such that a gap of approximately one quarter inch was present between the cover and the body in order to facilitate air flow to the throat of the carburetor. This prevented the device from delivering a chronically rich mixture. The hold down screw on the cover was also spring loaded so that the device did not blow itself apart when one of the frequent backfires occurred. The main problem with this device, other than being a bomb, was that sudden accelerations or decelerations, had a tendency to cause the standing fuel in the bottom of the air cleaner to slosh up and into the throat of the carburetor. This would cause the engine to Page 1 accelerate with a rich mixture. After the engine speed had increased the additional fuel was burned and the mixture immediately went lean. This would usually cause a back fire that would sometimes flash out of the air cleaner. The hood of this car showed definite signs of having contained engine compartment fires. Fuel Tank Vapor System ------------------------ This system used the fuel tank to generate the vapor. Basically, a restriction was built into the air horn of the air cleaner. The area behind the restriction resulted in a pressure drop. A two inch diameter hose was run from behind the restriction to a fitting on the top of the fuel tank. The fuel tank was vented to the air through a hole in the fuel tank cap. This system was installed on a mid sixties Lincoln. The system actually ran quite well at first. The initial problem would show itself after about thirty minutes of running at which time the car would slow down and stall. The problem was fuel starvation. As the gasoline evaporated from the fuel tank, the temperature inside the tank was lowered. This happens because the fuel that evaporates take on heat as part of the process. The evaporation process was so efficient that the tank would actually have a layer of frost on the outside. This problem was solved by welding a section of exhaust pipe on the side of the fuel tank and by routing a coil of copper tubing inside the tank. Engine exhaust was routed along side the tank via an exhaust cutout valve that was manually operated when the engine was first started. After the engine was warmed up, heat was transferred inside the tank via hot water from the engine through a heater control valve. The next problem that occurred was after the developer had about two thousand miles on the system. The fuel gage slowly stopped going to empty. The reason was that only the lighter volatiles were being evaporated. Gasoline is not a single component fuel. It is made up of several dozen liquids, each with it's own boiling point. What was left in the tank looked like a dirty mixture of STP. This problem was solved by switching to alcohol. Alcohol is a single component fuel and boils off at one temperature. The system seemed to work fine after than but experienced difficulties during our mild winters. Heat Induction System ------------------------ This system used the principle that adding heat to the fuel would allow it to vaporize more easily. This system used a length of copper tubing wrapped around the exhaust manifold. The tubing then ran to the top of the engine and was wound around the fuel line. The fuel line wrap was insulated with Fiberglas and foil in order to preserve the maximum amount of heat transfer. I installed this system onto my truck and it actually increased my mileage about 8%. There was however a side effect. During warm weather it promoted vapor locks in the fuel line between the pump and the carburetor. I ran the system on and off over a two month period and finally disconnected it because of the vapor lock problem. Page 2 Magnetic System ------------------------ This system used what were called Cow Magnets. These are large bar magnets that, believe it not, farmers are suppose to slide down a cow's throat so that pieces of metal are captured in the stomach instead of clumping up in the intestines. I myself have never seen a farmer try to slide anything down a cow's throat. Anyway, the magnets were taped on opposite sides of the fuel line between the fuel pump and the carburetor. The developer claimed that ions in the gasoline were somehow changed and the fuel would evaporate more easier. I never installed this system and had never talked to anyone other than the developer who had. Moisture Injection System ------------------------ This system used a metal or plastic container that contained water or a water alcohol mixture. A hole was drilled in the cap and a length of plastic tubing with an air stone was placed in the bottle and exited through the hole. A second hole in the cap contained a length of plastic tubing that vented the bottle to the intake manifold. An aquarium air valve was placed in the vacuum line and used to adjust the volume of moisture laden air that was injected into the intake manifold. I installed this system on several of my trucks and a car. What I observed was not so much an increase in gas mileage but a decrease in pinging. This could be attributed to the octane level of the gasoline being raised from the moisture. Ever notice how much better your car seems to run in the fog? Propane Carburetor ------------------------ A friend and myself used a propane carburetor that metered alcohol vapor to the engine. We used a heating element from a coffee cup heater mounted in a closed metal container. This system worked quite well. The draw back was trying to find an economical source of high proof alcohol. Conclusions ------------------------ 1. The public at large will never drive a car with a bomb under the hood as so many of the air cleaner devices proved to be. 2. Alcohol is a good fuel but hard to find and expensive in large quantities. 3. Don't depend on a hand crafted system for every day transportation. 4. People who do research in high mileage carburetors are as or more paranoid than people who are into political conspiracies. I stayed active in the Carburetor Union for about three years and I could tell immediately when someone felt that they were onto something. When that happened they would drop out of sight for several months because they were afraid that someone else would steal their idea. They usually came back to the public meetings when their device either blew up or it didn't work at all. 5. My opinion is that doing research into free energy devices is more along the lines that most KeelyNet people should be into. Page 3 When the first free energy device spreads across the networks the world as we know it will change forever. When any person can construct a device that supplies their energy requirements, the professional pols will be powerless and power will placed back into the hands of the people. Keep the faith. W. Pat Price CalMex Consulting -------------------------------------------------------------------- If you have comments or other information relating to such topics as this paper covers, please upload to KeelyNet or send to the Vangard Sciences address as listed on the first page. Thank you for your consideration, interest and support. Jerry W. Decker.........Ron Barker...........Chuck Henderson Vangard Sciences/KeelyNet -------------------------------------------------------------------- If we can be of service, you may contact Jerry at (214) 324-8741 or Ron at (214) 242-9346 -------------------------------------------------------------------- Page 4