cars that runs 200 mpg

8/8/2019 Cars That Runs 200 MPG

1/46

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2/46

f hereby dedicate this bookto those of you who are thedreamers of this country -You are the. people who makeEne greatest technlcal ad_vances possible when you dosonething about your d.reansAll-an lfila1lace

: PubllshedbyPREI4IER UBLISHERS .Fort lrlorth, Texas


3/46

p"s" 11972.- .Ra1ph Moody Jr of oak Hi l - l Flor ida gets Bls mi les per gal ton frommodj-fi-ed Ford capri whi-ch has been equippEo wiiir a turbocharged" 4-cy1diesel engineo. . . . . -a--- f ,r--

- The Flex Gas Vapor izer (r" aclver t ised in nat ional- maga.zines) andfor a reason?bl" pr ice, claims fo oouur; g; ; * i r""g" from most anyand gets to 1 O MpG'on ,o*". . . . . ._ .r.r . . ,A-standard v1' ' / abbi t diesel- with turbocharger is tested and getsto 55 mi les per gal1on. . . . . .1977 Tom ogle of El Paso Texas claims-to ggt loO mires per gal lon on4600 lb 19?o Ford Galaxie with v-B engine."Running orr" round-t i ip"t l" tEl Paso Texas to Demrning rlewuexico ind 6ack used only two gallons ofHis vapor S"1 fvstem el iminates the standard carburetor , only has aga] lon tank and emits no carbon dioxide o" ,r"ur"ned hydrocarbons. r. .976 - A modif led Ford Pinto equi-ppedwith a. turbocharged Ni-ssan dieselis tested and gets to Bo mi ' iu l ' -per gauon.:- : ; ; .- an ar t ic le from Mechanix f l l -ustrated about nHumidif i .er Type Fuelter ls o- f -

"man.by the name-" i i"p;"-*rrJ"" iL*" to get from 60 toni l -es per gal lon wi th- his system. ; . : , .- The annual shel l oi1 company-_ernployees ontest turns out a wor ldfor high mi-leage at \,r loodRiirer"i i t i l ; I-;.-a"rrisit ly modified opel ofr r intage 6ets the"reco"o *i t-r .- t i6. i6 rnires per galron.. . . . .- Ford Motor. company begins experiments with an engine that has akind of combust ioh chLrnber. i fuel , i" i "ci"O version of 4fO ci-dand runs y-ely we1] on an lirTyuel_ mix[u""- ot Z6zl Ford. is nowwith thi ; ""ei"" f ; ; iG;i i l " product i_on by 1985... . . .1a.te )ors and early 6ots - The Kendig and Fj-sh rr""1*;i"'"""trr"t car-have some very inter_esting miteage"tigu"""r..trr" et-str ", i"" getsproduct i -on on-a-very smal l scl le - u[ t roi

" "" ionsunknown, both offade away over the next rew-veai; l ; . . . .^_ - rr ./v4paaoaaa1936 - char les ldelson.Pogue is issued. several patents on histype carburetors and claim5"of 2O-0 ii;; per-galfon crop up aLlthe world. ]le never se!s-proouclrJn ;ii U;-Ir5i"o"""o-iii"- ILuuretorawav, but Mr Pogue no rrii ;;il i ltor trave ;;; a regend ever since.han 50 years a8o -, George Arl: lngton Moore was issued more patentsef f ic iency systems than iny rnan n hidi ; r ; iJ-o*t". ; .- . :- :--

re al l these stor ies trne ? You bet t l rgv are, and these are just a fewe Taly thousands that vre havenrt ment ioned. I sometimes wond.eraboutsoci'ety when r f inci that information or t.hii r. i trJ"""t be dug up by anywho vrants to tal


4/46

page 2Because our economy ls based on the automobile and the gasoli-ne J-t useal-l these inventors who come up with a better idea, are never allowed toget thelr i.nventlon onto the market. Of course you-w:tl- l- never get any oneto admi.t that invent ions can be suppressed", but-never the less-- they do.T have put thj-s i-nformation together from the research f have done inmy own venture to build a super high mj-leage system. Because i-t would take

a set of volumes the size of an encyclopedi-a to gi -ve you al l my researchngtese Trve j-ncluded only the most i-nterest ing and feasible systems j-ntothis book. I feel the public has a right to know and be given the know-ledge to produce their own system if they so desi re and to run it on theirown automobiles. If enough people are runnlng around in lOO l4PGcaJ's, theeconomy w:il l have to change and industry wil,t have no choj-ce but to goalong with the chang.. .f t seems that ever since the advent of the automobi le, the publ ic hasbeen buffaloed into bel ieving that the carburetor instai led on our carsis the most ef f ic ient that can be produced. And that an A:-r /Fuel rat io of1521 is the ultimate mixture for. gasoli-ne to burn. But thi-s i-s not truegasol ine wil l burn at mixtures of up to 2OO:1 and the 15:1 rat io - is thebiggest outr ight l ie welve ever heard. The carburetor , as l i rstal led on theautomobile formore than lO years now, is nothj-ng mor6 than an automaticfuel f low control valve - j - t does not vapor ize the fuel at al l , which musbe done before the fuel wi l l burn. 15t1 1s about the correct mixture whenyou intend to burn only 1a% of the fuel as is done by some automobi l -es.l:+q"+9_ uel will not burn, it must be j.n a gaseous state (vapor:ized.) befori.t wi-l l burn - and the carburetor does not do thls.The carburet ion system begins at the point of air entry into the systerand ends at the polnt of ignl t ion, therefore- the intal


5/46

pa8e 5comect fornula is as follows: Gasoline at 5lbs per gallon / air at 13.1}uq per cubic foot. -- - Cubic inch displacenent of engine dlvided by twolflsloq draws alr onlV on every other stroke) nultiplied by engine rpmc.inided by 17Zg (1728 cubic inches per cubic foot) nultiplied 6v 6O (tfreru:mber of minutes_ per hour) equals cubj-c feet of air / gasoLine- gal.lonsru}tiplied by 5 tUs equals weight of gasolane / cubic'f5et of ai i multi-pLied.by 13.1 equals wei-ght of air -- divide weight of air by weight ofgasoline conguned for sane peri-od of tlne equals-Airr/nrel ralj-o.

I!t" plain to see that i.f you get a 49:1 .&1r F\rel ratio at a steadyspggd on th.e h:,ghyay and if _your carburetion systen ts only 20% etticient,a 50 to 80% efflciency_ryogld increase rnlleage drastlcal-ly.-ff you are get-1ng. 18 yPe ngw and could tncrease effi.cl-ency to 80% your-rnileale would-bebetter than 7O ni les per gaI lon. . rThe carburetor as we know it is about the same as it was n years agoand the modern carburetor is even less efflcient than those of 30 yearsago when gasoline was cheap. The fuel injection systens of today are notnuch better than a standard carburetor when it come6 to efficiency. To sum

it all rpr of every 20 gallons of gasoline you put in your tank - only Jgallons or so url11 be used by your engine. fhe balance will build up inthg engine as carbon and w:i1l be coll-ected ae unburned hydrocarbons by thecatalytic converter or come out your tail pipe as pollutlon...I once drove a 1956 pontiac with V-B and autonatj-c transmission thatgo t about 13 mpg on the highway. f was a hot rodder ln those days and Iwanted as rrruchpourer as I could possibly get so f set out to get the carto go a litt le laster. f had just come - 6ut of the Air ForcJwhere f wasan engine mechani-c so J used one trick that airplanes use to get more pow-er for take offs. f leaned the carburetor out as much t*s posslble and putin water injection to help keep it cooI. The leaning process di-d gi-ve nemore powerr but due tc the 1iquid fuel r,v:lthln the conbustlon chamber theheat build up wa6 intolerable until the water: injection was i-nstalled. Atthe same time f was increasing ponrer urtth thj-s methoO - I found out thatf was also increaslng efflciency and ended up getting better than 2l mpgon the highway.. .

Ever since then f have been lltgrested in high mileage systems and an atpresent working on a simple modification that 6ould befter- than doubl-e thenileage on any car that uses g.asoline and a stanaara carburetor. As aresul-t of ray research f have put together the foLlowlng lnfornaiiott foryou to use as_you see fit in your ovn srdearzor o obtali uettertmileage inyor{ automobile. However the printed materiaL here has been copyrigtrEeaand may not be reproduced for resale. Dealershlps for this UooL-ar6 avail-able though; conte.ct the deaLer where you bought thi; morr i;"--*or; i"to-or contact me directly if he cannot help you.? , I _tlt lv hope the information given here will be of'some help to you &r- hope to see many autonobilee running around getting 50 mpg or bett6r inthe.next_few year6. Maybe we can.get our econoi ly to Et i r t 'c ta"Si"g for thebetter i f we do sonething about i I . . . . . . ! . . . .


6/46

pa8e 4Decenber 28r 197tInventor: JOSEPHH BAIDWIN

Patent #3 r6fr ,698

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7/46

page 5l:e 3aldwln carburetor shown here is of a type that uses a vacuum which

- -F-A+-J l^- .G6"u!'.,.J the engine to l-ower the pressure on the surface of the fue]-:l :;;s boiling the fuel to produce a vapor. ft elimj-nates the standardtype carburetor wjth jets ent irelyr and replaces j -t with a sealedcontaini-ng a float t1th a standard needle & seat - a deli-very tuber: a renturi type air inl-et and mixture control.Ir the Baldwin system, alr is cut off by the rotary air inlet valve toa choking effect on the engine fol star t ing. Thi_s produces a veryvacuum and therefor boils enough fuel to get the engine started from:a rrapors produced along with the air already in the iniake mani-fo1d.the ai-r valve is opened enough to cont inue operat ion oferglne and from then on acts as the throt t le valve to control the airthe engi-ne. Because of the vacuum created by the engine, the fuelthe sealed chamber boil-s and produces a fuel vapor - thi-s fuel1s then sucked along the delivery tube to the venturi type mixture__r.r ,n. jI i ithin the venturi type mi-xture control is a butterfly valve to control

f low of these vapors and this but ter f ly valve must be connected withto the rotary "i" inlet valve so as to be able to control- the Airmj-xture. The rotary ai.r lnlet valve can be -of any type that w:tU- dojob and can be connected to the accelerator pedal for throt t le control ,The inventor says that heat may be applied to the seafed chamber foref f i -c iency (in ef fect , not requir ing so much vacuun to boi l the gasit). No fuel pump is required wlth thls system as the vacuun withi.n:e sealed chamber will continue to suck in fuel from the tank as requj-red,The rotary a-ir valve is the controlling factor in this systen producingvacuum required by allowing less air i.nto the engine. It nay be veryget this system to allow an englne to turn a hi-gh rpm and r,laya loss of power for the lack. of ai-r. However the system will work:a could be experimented with to get the siz#;'o'f the valve and venturi topoint required for high rpr. The inventor makes no speci.f j-c clalms as;3 nlleage, effi-ciency or pollutlon produced by hl's carburetor.


8/46

Aprl.l, 4' 197"fnventor: OLfVffi M TUCKERpage 5

EN A INE

s"{i;ii'>_

Patent #3 16531643

Secelonnf A l{' FlurR

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Le.vel

BrrrteRFt-/Veute


9/46

page 7The Tucker carburetor shown here j-s basicall-y a system of fuel and airworking together to create a vaporous nixture sufficient to burnthe cylinders of an internal cornbustion engine.Because the bottom of thls cafburetor i-s fj- lled entirely with the mainfiltere a f loat chamber must be mounted seperately and at suchposition as to frai-ntain a fuel level below the top -of the filter. Mainentry into the carburetor J.s through an ordinar! type aj-r filter, andai r then passes downward into and thru. the maj-n vaporlzing filter andce liquid tuel where upon it bubbles upward lnto a mixing chamber. Thepassing thru this l iquid fuel and filter creates bubbles whi-ch are bro'up by the part of the filter above the liquid level thereby vaporizingne fuel.An auxj-liary alr inlet is provided :along with its own ai r filter and avalve to act as a mixture control, thi.s allows extra air to ent-r the mixing chamber to keep the original mixtrlre from being too rich. Asauxiliary a:ir enters the mixing chamber it is swirled away from theby a turbulator to help in the mi-xing process anti to keep it from

straight do'wn nto the engine and creat-lng too lean a mixture.auxiliary a'lr must be controlled by linkag.e to the the acceleratoralong with the main butterfly valve control ,A simple system that works well when fitted to stati-onary er:si-nes whereengine rpm i.s constant. Mixture control by h-nkage can be tri-cky whenrpm is constantly changed up and downo Mixture control can be yourproblem when building any hi.gh mileage carburetor.This carburetor is of the basic form or type written about ln an articlea 1974 i.ssue of Mechanlx fl- lustrated where a man by the narne of LaPanto get 6O to 100 mpg. The article luas more about humidifier type

though, where the ma-i-n aporizing fi-lter rotates through the _fuel ald air is drawn through a pa-rt of the filter that is not underl iquid.l, lr Tucker makes no: s:peci.f ic claims to efficiency, but does clairn thi-swil l del-iver a completely vaporized or dry gas to the engineis raixed $rtth sufficient air to conplete the burni-ng process withinhe cyl inders. ' :


10/46

page BFebuary 24, 1970fnventor: I0RRESTE GERRARD

Patent #3r495t919

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11/46

page 9lhe basics of the Gemard carburetor shown here are sirupl-e, but can bee. :i: conplieated to buil-d. It works on the basis of a slmple heat exchang'; l :: vaporize the fuel-.

-i is carburetor uses two impellers driven by electric motors to suck alr:5:rrgh a venturi type fuel noZzter and then s6nd this atomized fuel & alr-*:.:;Ce through a heat exchanger to fu11y vaporize the fuel. This vapor-- -ea mlxture [hen rema-Lns nside the heat exchanger ti l such tirne as needed:[ -uh engi-ne. A sli-ght pressure is maintained withln the heat exchanger by::3 imnel lers.As the engine requires fuele a valve controlled by l i-nkage to the butter:-;, 'va1ve is-opened and allows the vapor to mix with incoming air to the*:-i j-ne. Thi-s vllve for mixture controlr &s wi-th most other systems of this:t '!e, can be tricky to get into co-ordination with throttl-e opening. Tlis:a:buretor is a simple version of the Pogue carburetor shown later on in: r- s book, and coul-d be hi-ghly dangerous due to the ai-r entering the heat*:rchanger along wi.th the fuel. The wi-se bullder would be wj.se to have one-: :lore heat ccntrol- valves afflxed to keep temperatures from rising to a::irt where the fuel wi-l l explode. AJso this air/fuel nixture w:Lthi.n the::at exchanger should be kept very richr so rich in fact, that an explosi.onllrr::1 normally be impossible.l;o specific cl-alms are made by the inventor other than conplete burning: i the luel and a reduct i -on of pol lutants being released to the atmosphere,


12/46

page 10Decenber 261 1956fnventor: HAROLD CHWARTZ

TopYten/:-=

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Patent #3 r294 1381

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13/46

page 11lhe Schwartz carburetor shovnr.here is somewhat different than most heat::l:cl-ianger ype carburetors i-n that it all-ows hot exhaust gases directly in:: ;he exchanger.-he top view shows the air inlet suruounded by a vaporizing chanber inruri- 'ch ou will f ind a a fuel inlet and a fuel return liner and surrounding::-a vaporlzing charnber is the .hot exhaust inlet. The sj-de view shows the::e i in l -et to a spray nozzLe which is very close to the exhaust out let i -nto: :e chamber. Li-quid fuel that has not been vapor ized by the spray nozzTe &:j :e hot exhaust wi l l drop into the bottom, and after reaching a predeter-: - 'ned level- wi l l be sucked off by the return l i -ne.I .ot shown in these drawi-ngs, are a ser ies of baff les just above the fuel-e-rel in the bottom of the chamber. These baff le catch.any fuel that is noti: i l-y vaporized as the fuel exhaust mixture passes through them before gett'::,g to the air inlet. Vapori-zed fuel passes through the vapor nozzl9 to be:" r{ed with the ai-r for the burning processoThis carburetor should be considerably safer than most, because no'ai- r- s all-owed i-nto the heat exchanger. Thls carburetor should, work well with

a::r engi-ne that contlnually changes throttle settings due to mixture -being'utomat ic. The more the trot t le is opened, the more exhaust thus more of:5-e fuel being vaporized upon demand. No mechanical mlxture control- should:e required.lhe inventor makes no specifi-c clalms as to mi-leage increase, but does:-aim the carburetor to be al-most 1OO% fficient and thus producing virtu-' - fy no pol lut ions.


14/46

page 12

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May 2, 1961rnventOr: ROBERT SHELTON

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15/46

page 13The Shelton carburetor uses both heat and vacuum to create a vapor fromtn9 gasoline. This carburetor consists of a large chamber in which a resi-rl ir of fuel is maintained. Shelton used an elctric float type switch thatnould shut of f the electr ic fuel pump when the desired fuel 1evel has been:eached and to turn the pump o! again when the level falls. Howeverr arly: ] -pe of f loat : t r rangement would suff ice.At the bo+

:y a thermo,qswltch. She:rature of:cnsj.derabi-


16/46

October 2?, 1940Inventor: IVOR B

page 14

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Patent #2121Brg22EWBERY

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17/46

page 15The Newbery carburetor i.s not rea11y a carbttretor in the nornal sensethe worc l. iather, it i-s a series of two heat exchangers that dellver afuel to the intake manifold of the engine.The two heat exchangers are of a type that provlde a large surface of(in the form of baffLes) and a rather long path for the fueltravel before being nixed with the fresh air. This large

path are the means for vaporizing the fuel before it isttre intake mani-fold. The fuel enters into the flrstnozzle, this f irst exchanger vaporizes athe fuel which is then passed lnto the second exchangerand. expansion to a true dry state.Exhaust fron the engirie enters theighei temperature to be transferedmix w:ith the fresh ai-rr supposedly6. truely dry state.As no means for mixture control i-s provj-ded f presume that the fuel isthe spray nozzJ-e and the choke valve being interconnected toso as irot- to al1ow too much air for too l-ean a mixture. Theprovid.es no system for startingr so a primer of some kind wouldto be affixed.

second chamber first so as to produceto the fuel- just before being-al l -owedto bring the-aLready vaporized fuel

The i-nventor makes no specific claims asdelivere a truely dry vapor fuell i . t t ler i f anYr Pol lut j .ons,

heated area &. mixed with theexchanger vialarge portionfor further va-

effi-ciency other than thj.sthe engine and producestoto


18/46

pa8e 18?Ressucefi;'f:z

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19/46

Pa6s >Air i i 9t 19j jfnventor: CHARLES POGUE

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Patent #1 t997 t497

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20/46

page 20Apri l p, 1935fnventor: CHARLES POGUE Patent #1 9? t49?'

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21/46

Tigt+ 2

January J, 1935fnventor: CHARLES POGUE

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22/46

. page 22Carburetor 53538

nvention elateso a deviceor obtaining ntimate ontact etween liquid n a truly vaporous tate nd a gas,ando sucha devicewhichmay serve s a carburetoror internal ombustion ngines. arburetors scommonlyor supplying combustible ixtureof ai r and iquid fuel o internal ombustion nginesomprise bowl n whichaof fuel s maintainedn the iquidphase nda fueljet whichextendsrom saidsupply f l iquid ue land erminaresnhroughwhichair s drawnby thesuction f theengine ylinders. n thesuction r intake trokeof thecylinderssdrawnoverandaround he uel et anda chrge of liquid uel sdrawn herefrom ndbrokenup andpartially aporizduring ts passageo the engine ylinders. n suchcarburetors relatively argeamountof the atomized uel is no t

ndentersheengine ylindersmoreor lessn the orm of microscopicroplets.Whensucha charges ,fired" inengine ylinder, nly that portionof the iquid fuel whichhasbeen onvertednto thevaporous ndconsequentlyhetate, ombinesheai r to givean explosive ixture.The remaining ortionof the.liquid uelwhich s drawn ntoengine ylinders nd remainsn the form of smalldroplets oesno t burnand therebympartpower o theengine, uto increasehe cylinderhead emperaturebove har at which he engine peratesmostefficiently.have ound the efficiency f a carburetor anbe ncreasedf the iquid s brokenup and convertednto thevaporoun advance nd ndependentf thesuction f theengine. havealso ound ha t heefficiency f rheengines further

f thepreviously reparedue lvapors recausedo expand efore eing ntroducednto theengine ylinder nd fupplyof such iquid uelvapors or introductionnto theengine ylinders maintained ndera slightpressure,owhen he conduit hroughwhich he vaporspass o be mixedwith theatmospheric ir beingdrawn nto the engines opened, he pressure ill cause he gaseso be forced hroughsuchpassagend their ntroduction nto theylinderswill no t be dependentolelyupon he suction reared y the engine ylinders.is an objectof the presentnvention o providea carburetorn which he liquid fuel is brokenup and preparednf and ndependentf the suction f the engine nd n whicha reserveupplyof dry vaporswill be maintainedpressureeady or introductionnto theengine ylinder t all times. r is alsoan objectof the nvention o providean which hedry vapors reheatedo a sufficient xtentprior to beingmixedwith themain supply f air whichhem nto theengine ylinder o causehem o expand o hat heywill be relativelyighterandwill becomemore n-ith the air prior to their explosionn theengine ylinders.

have found that whenthe reserve upplyof dry vapors s heatedand expanded rior to beingadmixedwith the at-ir, a greater roportionof thepotentionenergy f the fuel sobtanedand he mixtureof air and fuel vaporswilln the enginecylindersat the correct rateand without any apparent aise n cylinderhead emperature.particularly, he present nventioncomprises carburetor n which liquid fuel vaporsare passedrom a mainhamber nderat leasta slightpressurento and througha heated hamberwhere heyarecausedo expandanddropletsof liquid fuelareeithervaporized r separatedrom thevapors,so hat the fuel farally ntroduced nto theylinder s in a true vaporousphase.The chamber n whichthe liquid fuel vaporsare heatedand causedo expandomprises series f passageshrough which thevaporsand he exhaust asesrom the enginepass n tortuousand in sucha manneras he exhaust ases re brought nto heat nterchangeelationwith the vaporsand give up aof their heat o the vapors o cause heir heatingand expansion.e initial vaporization r atomization f the iquid fuel is causedo a largeextentby the passagef atmospheric ira constantbodyof liquid fuelmaintainedn the bottom of themainvaporizing hamber,but fbr reasons hichwillointedout, suchvaporizationof the liquid fuel is preferablysupplimented y oneor moreatomizing ets,rom such ets arealsocausedo pass hrough hg heating hamberwhere heywill be.expandedo haveanydroplets emoved.


23/46

nozzles 9) areexternally hreaded t their owerends o facilitate heir assembrynto thechamber r) and to permito be removed eadilyshouldcleaning erequired.Theupperendsof thenozzres9) aresurrounded y venturi ubesa baffle plate(l l) locatedat their upperendsopposirehe outletsof the nozzles. he Iiquid fuel being orcedhe endsof the nozzles 9) nto the restricted ortionsof the venturi tubescauses rapid circulationof the air andn the chamberhrough he ubes 10)andbrings he ai r andvaporsnto intimate ontactwith the iquid fuer,withha ta portion hereofs vaporized' nvaporizedortions f the iquid ue lstrikeshebaffles r l) andare herebybrokenup and deflected ownwardlynto the upwardly lowingcurrentof ai r and vapors.::tt (7) sregulated o supplya greateramountof liquid fuet o thenozzles 9) than wilt be vaporized.Theexcessvaporized il l drop nto thechamberl) andcausehe rinrirr n ha nai-+^:-^r -- .,-' ! ! ' r ' srvP 'rLU rrrscramDer (t ) an d cause he liquid to be maintained at th e indicated evel.when th e li _

ffi::::r,l,lil"ly: ::,::iiil:,,, T riftedndn"".",,w*r owhroughn vernowiper3)ntoeading ack o the pipe 6) on the ntakesideof the pump(7). 'uE' a'overrlow ptpe t3 ) into aan arrangement ermits argearnounts f liquid fuel to ui.iriuriGa by thepump(7)without more uel beingdrawne tank than is actuallyvaporized nd consumedn the engine.As the float valve 12)will setupon the endof the(13)assoonas he iquid leveldropsbelow he ndicated evel, here s no dangerof vaporspassingnto thepiped hencento the pump (7) to interferewith its normal operation.end of the vaporizingchamber l) is openand vapors ormed by atmospheric ir bubblingup through the,.n.': rormeds he esult r thearomizationt henozztese)w't passnroand expanding hamber 2)' As is clearlyshown n fig. l, thechamber 2)comprises series f tortuouspassages(16) eadinr from thebottom to the top' The vaporspass hrough he passages15)and thehot exhaust ases assthe passages16),a suitableentrance 17)and exit (lE) beingprovided or that purpose.passingupwardly n a zigzagpath hroughthe passages15) will be brought nto heat nterchangeelationhot wallsof the passages16) or the exhaust ases. he totar rengthof the passagesr5) and (16) s such hat aarge eserve upplyof thedry vapor s alwaysmaintainedn the chamber 2), and by maintaining he vapors nith thehot exhaust asesor a substantial eriod.,hevaporswill absorbsufficientheat rom thosegasesovapors o expand'with the result hat when heyarewithdiawn from the top of thechamber 2) theywilr be n aphase,and due to their expansion, elatively ight.dropletsof liquid fuel entrainedby the vapors n thechamber l) will precipitate ut in the ower passagesflow back nto thechamber l) or else evaporized y theheatabsorbedrom thehot exhaust asesn their passagechamber 2).


24/46

page 24The upperend of thevaporpassages15)communicates ith openings19)adjacent heupperend of the downdraft ube

(20) eading o the ntakemanifold of the engine.Valves 21)are nterposedn theopenings 19)so that the passagesf thevapors herethroughnto the air tube may be controlled.The valves 21)perferablyare of the rotary ptug type and arecontrolled as hereinafterdescribed.

Suitable meansare provided for causing he vapors to be maintained n the chamber(2) under a pressuregreater hanatmospheric, o that when he valves 21)are opened he vaporswill be forced nto the air tube (20) ndependently f thesuctionof the engine.Suchmeansmay comprise n air pump for forcing he atmospheric ir through he pipe(4) nto thechamber l) beneath he falsebottom (3), but I prefermerely o provide he pipe 4)with a funnelshapednlet end{221andlocatedust behind he usual an (23)equipped n most all automobiles. hat will cause he air to pass hrough he pipe 4)with sufficient orce o maintain he desired ressuren thechamber 2)and he air beingdrawn hrough heradiatorby thefan will be preheated rior to its ntroduction he chamber l) andhencewill vaporize reateramountsof the iquid fuel. Ifdesired he pipe (4) may be surroundedby an electricor other heater,or exhaustgasesrom the enginemay be passedaround t to further preheat he air passingherethough rior to its introduction nto the liquid fuel in the bottom of thechamber l) . The air tube(20) sprovidedwith a butterfly valve 24) or throttle, and a chokevalve 25)as s customarywithcarburetorsused or internai combustionengines.The upper end of the air tube (20) extendsabove he chamber 2) adistance ufficient o receive n air filter and/or silencer, f desired.A low speed r idling et (25)has ts upper end communicationwith the passagehroughrheair tube(20)adjacent hethrottling valve(24)and its lower end extending nto the liquid fuel in the bottom of the chamber l) . :

The low speedet will supply fuel to the enginewhen the valvesare in a position suchas to close he passageslg);however, he passagehrough he dling et (25) s so small hat undernormaloperationshe suction hereon s not sufficientto lift the liquid fuel from the bottom of the chamber l).

To prevent he engine rom backfiring nto the vapor chamber 2) the endsof the passages19)arecoveredwith a finemeshscreen 26)which operates n the principal of a miners amp, and will prevent he vapors n the chamber 2) fromexploding n the eventof a backfire,but will not interfere ubstantially ith thepassagef the vapors rom the chamber 2)into the air tube(20)when he valves 21)are n the openposition.The air tube(20) preferably s in the form of a venturiwith the greatestestrictionbeingat that point where he openings 19)are ocated,so hat when he valves 21)areopenedtherewill be a pulling orceon thevaporsbecausef the ncreased elocityof theair at the restricted ortion of theair tube(20)opposite he openings 19),as well as an expelling orce on them due to the pressuren the chamber 2).

As shown n fig. 3, the operatingmechanismor thevalves 19) s so connectedhe operatingmechanismor the throtttevalve 241that hey are openedand closedsimultaneously ith the openingand closingof the throttle valve,so that theamount of vaporsupplied o the enginewill at all timesbe n proportion o the demands lacedon the engine.To that end,eachvalve (19)hasan extentionor operating stem(27) protruding through one of the sidewallsof the vapor heatingandexpanding hamber 2). Seals r packingglands 28)of the ordinaryconstruction urround he stems 27)where hey passthrough the chamberwall to prevent eakage f vaporsat thosepoints.

Operatingarms(29)are rigidly securedo the outer endsof the stems 27'1and xtend owardseachother, the armsarepivotallyand adjustably onnectedo a pair of links (30)whichat their ower endsarepivotally connectedo an operatinglink (31)which in turn is pivotallyconnectedo an arm (32)rigidly secured n an outer extension 33)of th' sternof thethrottle valve (24).The extension 33) also has rigidly securedhereto an arm (34)to which is connectedan operating link(35) eading from the means or acceleratinghe engine.

The means or adjustablyconnecting he upperendsof the links (30) o the valvestems 2?) of the valves 19) so that theamount of vaporsdelivered rom the chamber 2) may be regulated o cause he most efficient operationof the particularengine o which the carburetor s attached,compriseangularslides 36) o which the upper ends o the links (30)are fasten-ed,andwhichareslidablybut not-rotatablymounted n guideways37) n thearms 29).Theslides 36)have hreaded ores


25/46

1

page 25whichscrews38)pass.Thescrews re rotatablymounted n thearms 29),but areheldagainstongitudinatmove-so that when heyarerotated he slides 36)will be causedo movealong he guideways37)and change he relativeof the links (30) o the valvestems 27)so that a greateror lessmovement,ahd consequently greateror lesserof the ports (19)wiil take placewhen he throttle valve 24) s operated.r safetyandfor mostefficientoperationof theengine,hevapors n thechamber 2) shouldnot be heated r expandeda predeterminedmountand n order o control theextent o which hevaporsareheated nd consequentlyhe ex-rr u !v rrJ ! \ iu

10which heyareexpanded, valve 39) s ocated n theexhaust assage16)adjacent he nlet (17).Thevatve 39) shermostaticallyontrolled, s for example, y an expandingod thermostat 40)whichextendshrough he2)' However,any oghermeansmay be provided for reducing he amount of hot exhaustgases ntering het - 16 )when he temperaturef thevapors n thechamber eaches r exceedshe optimum.engine as6een escribedn detail n connection it h a down-draft ypeof carburetor, ut s s o beunderstoodha ts not restrictedo thatparticularypeof carburetor, ut couldbemade daptableo theside-draft r even hetype of carburetor f desired, nd that the manner n which he mjxtureof atmospheric ir and dry vapors snto the engine ylinderss mmaterial s fa r as headvantagesf theengine re concerned.he term "dry vapor" is usedherein o define he physical onditionof the iquid fuel vaporafter the removalof alldroplets r mist which s frequently ntrainedn what s ordinarily ermeda vapor.he foregoing escription,t will be seenha t he presentnvention rovides carburerorn which he breaking p

e iquid uel,or totalvaporization,or subsequentse n theengines otally ndependentf thesuction reated y theand that after the iquid fuel is brokenup and totally vaporized t is maintainedundera tight pressuren a heatedor a lengthof time sufficient o permit all entrained iquid or mist particles o be separated r vaporizedand tory vapors o expand rior o their ntroduction ndadmixturewith themainvolumeof atmosphericir passingthe engine ylinders.CharlesN. Pogue

Inventor


26/46

page 25. Although- the Pogge carburetor is a legend, it j-s at the same time some-wha-t 9f a phantom. fn the past 45 years no one has ever placee it-o" ifr"-marketr. sJld many-peoplq have successfully built working iiodetrs of the Fogu"carburetor. Working models of the phantom are so rare ftrat no one everseems to be able to t rack one down and actual ly see l t ln operat lon. As ofthe first of this yegq thoughr w have been in-contact withtone man who h-asa wcrki-ng model of hj-s own manufacture.

several mag-azine_ rticles have been printed. about tire poAue carburetor gabout the man-himsel f . one such art ic le- f rora t i rJ oec i i ; ig36- i i i l " " of theCanadian Automotive'Industrles states that the average impeiial gallpn ofgasoline contalns_ab9q! 1401000 ETU of energy. And t6at the a.verEge Ameri-can sedan takes 72 ftrl lbs of torque t9 t


27/46

page 27

on i t , shelved the pro3ei t and never--got back to i t ,

The phantom carburetor of charfes Pogue h?" dlsappeareri from the publ1c"l-t"a!-];#;l Everv ew ears omes and stories besin-o circulate anoili-sor-e;;t"vii i ' to'f i |" i lF#;#:-A:1.1'1:-l3b*i.?ll"i^,ll! *f?r.1omu"[-"o*" reason_ the srories die out andcarburetornever ra.i


28/46

page 28The mcdel shown in- the-photographs is al l hand bui l t of copper, bhe uppechamber ls 6 i-nches hlgh and 6 inches in diameter - the lower-btrariUer ls-i3/l+ j-nclnes hleh and 4 inches in diarneter r the vanors are dravm from the t/4 ::nclnes hleh and 4 in in diarneter r the vapors are drawn from the toinstead of down through a central air inlet tu.be. Using a hair dryer for thheat source, Mr Sgrignoli ran the lawn mower engi-ne for 13 minutes on fourounces of gasol ine as opposed to the 7 roinutes on four ounces with the stdard carburetor represent ing an increase of 86% tn fuel - ef f ic iency. As ofl-ate last year Mr Sgrignoli was working on a sj.de dra-ft model to be i-nstall

ed on hi-s pickup truck. Tf left al-one to work on ltr we have no doubt thathe wi l l be Successful - .A man i-n Richardson, TX is se11lng plans to a carburetorPogue but used in conjunction with the standard carburetorcold running. Ar automat'ic thermostat swltches over to theretor when temperature j.s hot enough to vaporize the fuel.the satne dirnensions as that of Mr Sgrignoli - upper charnberand 7 inches diameterr lower chamber ls 2 lnches deep and 4He clai-ms to have i-nstalled the d.evice on a Lincoln and has1OOniles per gallon.

Pogue type carbis 5 inches hi

mcdeled af ter tfor start ing andHi-s nodel i.s muc

inches diamter.obtalned up to. Many thousands of 'bacxyard inventors have come up with systens. that ggtmuch tet ter ef f ic iency from gasol ine than does the modern carburetore and afew have built systems that get a drastic i-ncrease. The Pogue i.s the rnostfamous of allr yet there aTe easier rlays to vaporize fuel and control mixtthan those used by Pogue. Exhaust injected directl-y i.ntc the flow of a mistof fuel wil l vaporize the fuel very rapidJyr &I1d a venturi can confrol thernixture much more accurately than can mechanical valves. We are worklng onsystem of our own at this time. fn our experiments we are using a standarCtwo barrel carburetor with which to control mlxture thru the venturi- ls. \ l /ehaverun several turns of copper tublng around the exhaust plpe to parti-a1lyvaporlze the fuel before the venturi suck it into the air stream. The fuelaii are then drawn thru a series of fi l ters of a highly absorbent materj-al.The fi l ters catch any fuel that ls not fu1ly vaporized and absorb it onto asurface that allows the air passing thru to rapidly evaporate the l iquid.. iRIR CAP.Fuee,roR-seo Foc'Th RorrtelV',mnFtreul{\ rrraRe CaNTRaL CeNTRot fteccl.Rf.roR ?umo Attoloae fraa;e.; Oanv /vtnlil Fr{eL

ilawF+nleL

tleururztls BrocreoOFF*r?\

Fnou Ftost Bo nt-

ft\\@:1"\FwtPrlpr

FieuLucFueu % thx ffit#tThe device l-ooks so good we are looking forward to a range of JO mpg andbetter from a heavy AmericanHow about you? Can you bui-ldthat is a shade tree mechanicbut for Rorv if you waht it,

Good.Luck

car vrlth autornatic transmission and V-B engineone? ff not, how about a fr iend or rel -at ive2 Some day we all- might have something betterya gotta bui-ld it yourself./ Allan Wallace dba RoadRunner PublicationsRaymondvil le, T)( 7858A

ilnTFnee/rrPoeCan Bu-LeroR

Frare e


29/46

1981 UpdateaaaaaaaartaaaaaaaaGAS VAPORIZOR eveloped by ONMEWTRONICSf Carson Cityr NVs being distr ibuted by: Van M Polowchak - 111 Pine - Fort MorgantBO7O1 /- necent inquJ.r i .es have gone u[-&]rsWred.. . . . . . . . .

who clalmed to have built a Pogue type carb to run in con-with the standard carburetor wasdolng business as: FIIJiLMfZT:R5O2) - Itichardson, 'fX 75OBO /-/ Recent j.nqui.ries go url-flrlsWered.heard from sources in El Paso that TOMOGLEsold out to ADVANCETEMS f Seattle, Washington for $a5O,OOO.OO while stil l re-?O ol tnLerest j-n his device that got lOO MPGon a 1970 Ford..

of January Bi CHARLESNELS0NPOGUEs still alive at age Bl ' andlivj.ng j.n a rest hone in Winnepeg, Canada. He refuses to tal-k toor to receive visi tors from outslde his outn fani ly, . . . o. . . . ' . .e worl-d record for high mileage now starrd.s at an incredible 11368per gallon - obta-tned at the Shell Motor Mileage Marathon inBrita-in. A special buj.lt three-wheef.er uith a 90cc engine madee run using the spr int & coast method of dr iv ingo o. o.. . . . . o. . . . . . .e systen shown on page 28 of thj-s book has been revised to use acarburetor (fEss butterfl-y valve) at the point of ai-r entryof the hand bu1lt venturi shown. The orlginal. carburetor isfor the throttle butterfly valve only and the added carburetoral l fuel to the engine via the evaporator fi lter system. _Aw problems are sti l1 popping upo but have obtained 50 MPGon a 50-mph run of 6O mj-les.-Stiff experimental though and not yet avall-

general usg. . . . . r r . . r . . o . o . . . . . . . . r . r . . . . . o . . . . . e . . . ? . . . . . .CARBURETORSf Northridge, Californla i.s selling a set offor a Pogue carburetor for $5O.OO A very high price for infoyou already have from this book, Except they give you dinensionsr a- device thht they clairn wj.l-J.woik, but we tiied i.t - and :it dont t,

of gadgets have come upon the market lately thatsupposed to increase your gas mile&B. Fbon COWMAGNETSo VAPOR-SCRIiIiNSo ut be careful about wasting your money on these dumb- very few (if any) really work any better than a good tune-up.more j.nfo on patents ? Complete patents are available from thePATtrNTOIIFfCE - WASHfNGTON, C ZOZjt at flA"each. You,;:must ellthe patent number, the inv6ntors nane and the date 9f issue andtake about 90 days to get youl order to you; ' . . - . ' . . . . . . . . . r . . . . . .

t'BBST OF LUCK TO AI,L YOU TINKERERSOUT THERE;,.i...Al].an Wa-1lace


30/46

Take he BilTfiEutofFossilFue[CostsHeatYourHomeandRunYourCaron ETHANOLthat You Can Make for as little as 1O0-A-GALLON!

Here s he f rs tpractical olution othe highcostof energy*yourown,continuous;unlimited sourceof pure,ethanolalcohol uel that You canmake n your own backyard or justpennies er gallon.Unl ike he compl icatedaporizingcarburetorsha t only techniciansunderstand nd haveyet to be placedin common,everyday se, housandsof Americans remeeting heirownenergy eedswith ethanol ight now.In 1981alorre, early 0,000Ameri 'cans ppl iedor the simple, ederal"experimental"permitnecessaryodistil l ue l at home. There s no needto wait fo r government r industry ochange ourse.Yo u cancu t yourenergycostsby 957oTODAY!

,, IT'SLIKE OWN NG A CARTHAT GETS3OOMILES

BACKYARD NERGY LANTFOR $40.00!Yo u don't have o be a chemist odistil l your own fuel at home. You-canbui lda complete ist i l lat ion lantwith ordinaryhouseholdools n as_little as wo hours. .for about$40.00.No specialmechanicalbi l i ty s re-quired. t 's remarkablyimple.

TheSOLAR-POWEED STILLOnceyour energy lant s inished,

it costsnothing o run. .becausetwi l l bepowered y the sun,Withnootherauxi l l iary nergy ource ou canproduce 40-180 roofethanol .Bestof a l l , t comesrom yoursolar t i l lready or use n your car, ruck, boat,lawnmower, r o i l - f i red urnacelFUELOF THE FUTUREEthanol s superior o th e fossilfuelsnow n use. t burns ooler ndcleanerhanpetroleum ist i lates i thno carbon ui ldup.So,your engineor furnace i l l have longer i fe. Anotheenvironments not pol lutedwith

the eadandotherharmful ddi t ivesfound n convent ionaluels. In thenationof Brazil,al l new carsaremade o run only on ethanol . .andvastquanl i t ies f i t aredist i l ledfrom bumper rops f Brazi l iansugar ane. But, he Brazi lmodelis ar from unique ecause,thanolcanbedist i l ledrom almost nythingthat grows.Corn,sugar eets,wheatandmanyvariet iesf fru i t producepart icular lyinegrades f ethanol .PLANTAN ENERGYGARDENBy growing ou r own corn orsugar eets,he costof producingyour own fuel can be next to no -thing. But, here sno need o waitfor a gardeno growor for enoughspaceo raise he fruitsor grains ouneed. Yo u ca npurchase ha t youneed ro m a local ee dstoreor millandst i l lenjoyphenomenalavings.Organize co-opwith neighborsndyou can beginenjoying mpressiveproduct ionevels i th a minimumof personal ffort.

, , INSTANTETHANOL"Begin eceivinghe benefits fethanol uel now. Th ecomplete"INSTANT ETHANOL"Manualwill provide ou with all the step-

by-stepnformationyou need o:D Obtaina FederalDistil lationPermit! ConstructYour Own SolarStill from InexpensiveMaterials singHouseholdTools! Make he EasyModificationsThat Allow Your Ca randFurnaceo Runon EthanolEverythingou need o know oge tstartednow is containednthisexci t ingmanual.And, thecostof " INSTANTETHANOL"is ust$14.95.MONEY.BACK UARANTEEYou mustbecompletely at is-f iedwith yourmanual, ndcon-vinced hat yo u can makeyourown fuel nexpensively,r youmay eturn t in resaleableondi t ionwithin 30 days or a ful l refund.Weareconf identhat you wi l l f ind hatlearningo produce ourown uelfrom freesolarenergy anbe one ofthe bestandmostexciting nvest-mentof your i fe. And, t 'sal lyours or lesshan thecost of atank of gasoline. en d or a copyright now and discoverhe thrillof energy ndependencelu shun-dreds f dol lars year n extraspendablencome.

by "|NSiANT ETHANOL". IRushme a copy at onceby return Imail. Encloseds$14.95. Thanks.;l-"-*;;;;;;;;l! and energy ndependence ffered !

NAME IIIIDDRESSCITY

PERGALLON !"

JUST RELEASED! Order from the address n the back cover.

srATE ztP I


31/46

1982 IIPDATEII SECRETS F T}IE 2OOMPGCARBTIRETOR''SupercedesA1i Frevious Updates a-ndReulsions .,r , . . .

coPYRicI{T 1gB2 Ar.,t:ANWAITACE!

the past year and a half we have hadregarding these high mi leagetve have rnade n our ori-ginalinformat lon'r wi l l be of some help toe your quest i -ons .. .

many qr_restions for furthercarbure tors and some of thebook. Hopeful ly this i lupdateour readlers and anewer moet

Pogue carburetor -beginlj.ng on page ZZ, a fewreference ls made to f :Lgures t ir iee and ei otrrdo.not. appgar_in the Uo'cf;--anywhere. Vle wiif;""lnadvertantly leaving these oirt and have pi"cuofiles contai-ning these figures on the Uaikare reading now.

fn ihe iext for thehave noted thatd that ihese f jguresappologize for ourful-i page frora ourof tnis sheet vnl r

The man from Richardson, Texas haswe can no longer get a responselnfornati-on we recieved from hi_mVr/e evef could get his name,under the name of FUELMfZER.

a t o a a a a a a a aoa aaaa a a a r aa a a. a a r a r t a o a a aa a a a a a a a aa a t a a o a.!a a r a, ,

Many have asked for further info on ihe Ftllx GAS VAPORIZORand wethe lnformation we have in our f i les bepinnine.o?.rthiee of this update. Van M Poiovrchak was a distr i ; ; ; ; ;^ ?oi" ' th"at one i ime but mai l to ihis nan has gone unarswered. , ror-somenow, however one of our read.ers phoned u.s to say that h; tai*eOMr Pol-ovrchak by phone and that Mr Pol-owchetl< ad siio. that you -haonot fool around wjth ihese things causie the government"wit it you???? Vr/eeave ' i t up. to you to decide for yo[rsel f what t i*-**ymeant by that statemeirt.

been asked about many tlmes andfrom hlm - we have reproducedstari lng on page six of this newbUt he WaS ggl l ino tho inf6 byTOM OGLEthe rnan in EI Paso who got 1o0 rnpg from his 19?o Ford )rasaway. .9ur sources in E1 Paso told us le-dted August ig, 1.991 .rr1chas i-t that he di.ed of an overdose, Some ti,rne igo T rn'Ogie si;-din his-system io ADVANOEuEL sysrEMs-,61d'nousiiy D.,,"rr"y$ 206-575-1594.&06-575-3835. Last 'we heard, l i r"v- no*that they could not rnake 0g1e s systbm work "Ilowevef '*u h6a:ndrumors that they were at one t ime trylng to 'sel l the prototynesthey had made at about XlBoO ach. They are now seLlinA a svbt*ntwe heard was of a manifold or thrott le body inject ion-type-r.1,1 i tincreases_ mileage by about 3O%. they also want ,$&.0O,p, hlOO forunit lnstalled on your ca.r.

3l fcont inued on page 9 !; i


32/46

N.S

2ffawa, ,/frr,ua,y 3t''{ jB5rNveNToRCharletVPogu

,-tt l n&

Cbnt,ua.^e-tan 353538


33/46

iT".A,m)KPAGE I8 FROM FLVER gNT BYr potowcl{AK 111 p tt lcr FT.MORi3AN,eO,

PR E 6ALE DEALEFSHtPS A?QUIRYS GOT NO REPLY

r"\rs)zOUULEYOUN OAS MILEAOE.( l t,,r l r ' ,r !r ,tct O/ yOUl rnOr)Ay ,nCh, ( i ,trvnFol l /n/. l ln i i l l lnd 0irS rrOO 10 , FCrrrr .only l0() rno0. V. Polowchlk, r t r P[tcFr , Morgan, CO 8070t (J03) 807-;586g'ltt s(A'.tr U6uaFrvrer.o

7*;>4'eriubr,v'QEauffiI |Jnre- cn'17DrrusL2 taPe. c,n 17 it'ncoi-" C,

ttlai;0,

+ltt$t ittIIIIIII


34/46

,/ nI rr/tato:Doar S1r:

Tbank you for yortr lnterest tn the Flex gaa vaporlzer. 0nnewtronLea ofCareon C1*.y, l ievada, has dq.. 'e loped a pnoduct lhar" lncrenses the effeclency o! yourveh1c. l"egreat ly. A tt ' f r lcal . carbucr 'at ,or 'J:r ee+.s only l1qulC dr


35/46

becornlng a doarer now Ls that co"rpel i t lon ls ttJl ' T feol lhat once1e reLeaseC on !5o rnariret and thc irt tbl l . ic aeos jt Ln actJ.on thcrcd.emand or !he' protluct arrrdclca,tor!.1evorywhere vr ..'1.,!c c18njn8doaLers evory\rr io1.e o rnoot IhIo rlcm:tt tuund trtucl le()tnDettL.r-on 1.1.1vho har: aLr.carly bui l t ]r j .u or.f i .qn: lztrt lotrof t t tr tLLurl tvt".L, lrs ert .and sef I lmrneci lnfely at Lhe tir,rc ol ' [ ]r :Ls masolvs t loralrt td oforo nr, ' . r t ty

1;)ro1ro-VII- I i bo ;rup lnt)ny

&.rl 6o.ru,irdY toOLhut '

,u l l1t.het)re rroct

of fec l lvoc1f,gof r,haure the f l rs tup Otl ter dea.l-' .vlr icluy1-11 be

br tng colnpo! . i l ion. ' !hJ.E i r r r lsu ivo trubLic dontr.rnd ray bc fu l f i . IJcd n. i th ln!o one year ai ler bhe lroducU cones to nanJrcb, af ter r ' ;hlctt saleuoff. so you can 6ee thaL clue to tho shortnecc i l t tr . lcxplosivertes8 oIlarge sales, the one r.rho6ete into tho narket frrst hao by far+"onal


36/46

i-g:arg, F/EzM/zE,er 7?,ao/6ie /-{'i aele eDsof)

ft{.7sa9oVAPOr^f tr I CI Ti l l s l - | a I

A' 'FAKr/-i . (ALL CARS

ll

T],)

dr+ :1llll---_li -:


37/46

/ ; \V)butterf ' ly valve where t is fu l l openwheneold.ube 2-" ong threaded n front end'copper ube int6 exhaustpipe - ins.u late 'unnei down o 1/2" tube-mount ehind an, coveredwith f int i i $6f881'1 'd jameter 'pan, " deep--So' lderl ' l f i t t ings insicieanei iut '

/4, ,copVcr r.rh ing, r .reCge6i-ena'cctp ietciy. tosed, t i ' i * , ' r : ,**e;#tre ' l l^ i i l

qas l ' ine above uel purnp use same t:r 'P* ' l"r " ' r 'ih i s va ' lve. Adiust so I i ne to conven'1i- t i1 '1;. l- totot--- instui i thermostat n s' ideef-t ' i :" ' tturnson ine to vapor izer ndshuts0?r i I

to makeets on each ube.Z Iarge-m.i i i r r* ing thimbles cut iop off) ; solder?0Snn*:shcreenut l itltl . /4" tubes nto gas l ine above ue' l pumpovert low ube to maingas l ine uelovt uel pump.wjth tapered reight n Sottom o seal taperedoverf i#H i i l isoets toP andbotlom.iube back nto exhaust ipe.tube to convent iona' larburetor.valve, ( throt i le).1 e.Q) wayva1ve inas in (c) to contro ' lis open o start co ' idmanio ' ld. Uhen ot,carbure-tr '

/ (uB7tt t? hoseover th ' is tube to a coFpqr ' ttnaf runs from top-ot-vatve cover to botto;n f g ' ; t

he gas ' i iquid) to vapcrr o your car burnsf gal lonsof gas. Somearsare gei,tr lng 00,npg' thersnot hard to bui ld; the b' lueprintand u'! ' l deta i ls i f studjed f i ; i r ' ' : i t i ; iof i t and he insta l lat ' ion.

loesn't ep ' lacehe regularcarburetor, but tvonks i ih i ' , tstarts on the reguiar carburet6rand as t i le notor and he Vdi)o i^ : : ' r . ' i '" I ' i :u .-ype ihermostaimounted n the hot manifo ldactuate!; ' , i r ' " i iv*shutt ing off ' the l ine going o ihe regula carburetor, andsl ' t i ' r i ; :the 'l ine going to th6 vaiorizor wiriin i: i a]reaclyp'lentywarii i ' : '" i ': '" 'r ' iri{lo start runi ing on ttre 'vapOrs. Soyor: t ust sia i ' t andgoo ;; { , ' i ' r l { 'Cl ton your wqybeforetthevaporizor takes bvrlr, but it will when ;'rr"ri ' i"

iF &''j[o-l y.0n1yonequest ion, he l i t t le tank that thr: coppercoi ls are i l ' i t : " ' ithe vapori 'z ings 7" diameterX 5" high. l i lome f the late rnocia l; , ; , tthatmuch xtraspace va{lable nderhe tood. DQESQURS??

*e/ro p*Ers ttoucat .4AyE raTta 1ylgre r/fs !*4i;;o*.+o'*i4r/"'tava't) s E a al ptd&, 3,'P raucl' t.t't 'ttsred * s;;; t'l# t:" n' " "r"r"+""1/#OOd Ft

P a P' ieceofPlaced in hose

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38/46

Addi ional deta Is on tlr is fabu' lous evice vaporizer) hatmai


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@"-Last Januray ( 1981) "" talked to a Mrs Albert pogue in Wtnnepegry teiephone. She is the wife of Albert Pogu6, Char3-esP6gilersand she confirmed ihat Charles Pogue was at that tLme stillai the age of 81 and thirt he was living ln a rest home there LnShe would not tel-l- us which one and she wouLd not deny norany firrther questions. We got the i.mpressi.on that ALbert wasw'ith her as she kept asking soneone else in the room what shesay to our questions, but she said he was not at home. She alsoihat Charles would not ialk to anyone nor would he arrswer any ofnall and kept refusing to help in any way ln our endeavor to rnakehim. Since they have been hamassed and called by phonethey would l-i-ke over the past 45 or ao yearsr vre wiLl- keepphone number our secret and lei ihem have some peace.In our own research into a better way to use gasoLine in automobiLeshave yet to make our systera vrork out as we had hoped. We can do aJob of increasing efficiency at a constant highway speed andthan doubled the gas mi.leage of our 1975 OldsmobiLe vrj-th aV8 engine. Howeverr w are unabl-e to keep the systern workingconstantly varying throttle settings. ft insists on floodlng out atdeccelerat ion and leans too much upon accelerat ionr w@havewe are going to have this nany problems we ut}l attemptin the range of super hlgh rnlleage lnstead of just doubl.ingTherefor we have dropped our research into the system shownpage 28 in favor of a super heati-ng system that will total-Ly andvaporize the fueL before it is ever mixed wj-th the incoming air.The Latest world. mil-eage record has been upped to nore than 20OOmpgSydney Australia at the Warvrick Farrn motor racing track. A three-

powered by a lO cc (0.61 cubic lnch) engine-of the model- a irp lanedrove the vehicle at an average of 15 miles per hour around theand obta:i-neC a fantastic 21236 :rr.pg during a fu1l throttle rurlrplace vehlcl-e used the spri-nt exd coast rnethod or fulL powershort birsts and then coasting wittr ttre engine off untilI almostto a stop whj.le the first place w:ith the fantastic mileage usedthrottle wide open for the entire run, The prevlous 1980 record1 1368 npg set in Great Brltain beating out the then previ'ous 1973of 379 npg.We purchased. an original FISH Carburetor some time agor nade adaptersome f-inkage changes on our 75 01ds to install it. The carburetor

the car run excellent, increased pourer and acceleration but couldbe adjusted lean enougfi to increase our fuel mlleage. In fact it got(2.7 mpg) and after three weeks of adjustlng and experimentlng -got ttred of it and put the carburetor on the shelf. Mike Brown ofMadison Company- Box 206- Berea, KY 40403 606-986-9744 has goneproduction of the FISH Carburetor recently and guarantees that youget a 20% lncrease or he vrlIl refund your noney. We presume frorndrawings that he has nade a few rnodlflcattons to the originaL FTSHand probab3-y has more luck than we had w:lth one of the origlnal


40/46

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I f your tnteresteC. in one of these f lsh carburetors contact MikeHe sel- ls th?I for $189.10 with a money back guaranteeto 20% tncrease in mil-eage or.your money back.-He has-l imitedso far and you mqy have to walt some time to get shiprnentyour order so be prepared. to walt. I{e also seIls Machi-nlst Prlntsat f i24.95 and Cast ings to the carburetor at f i49.95your are j-nterested i-n making your ov/n or goi-ng into manufacturlngyour own. Aga- in contact Mike Brown, not us if you wish more j.nfoilVef e seen a lot of raagazlne and newspaper art j -cles over the pastof years about high miLeage autoraobi les in the 100 mpg and upfa-r v, ' i th our own invesi igat ions we see every one of theseturn out to be ul - t ra hght machines, usual ly around 1000 lbsless. trr,feresune the public does noi realJ-y want this type of carthey never seem to get many more than a few vehicles into product-and very ferv of these ever get so1d.Every year there are l i terai ly hundreds of l tems golng onto thecLa- im o increase your fuel ni leage. These range f rom theio vapor iz ing screens to a l i t t le ai r valve that f i ts lnr PVC vacuum line - be careful about buying these gadgets as very( f any) vi- l1 work any better than a good tune up. Ilowever a. goodinjeci :on systern can do wonders for most cars. f f you invest intype of water injeci ion system be sure i t is of the type that isabove the throt t le vacuum or by electroni -cs, those thatthe water f low by a vacuum line that connects below the but ter-valve can damageyour en.gine a.s they inject more water dur ing. thethey do at any other time and thls i-s the wrong timeinject the water. Be sure the systern you purchase or bui ld wi l l g ivewater dur ing accelerat ion and less water dur ing decceLerat-or you m4y end up with some broken exhaust valves oi a'broken headpieton.Gal1 Dye of Rt # 1 Box 9 - Benton, fL 62812 is the man we, raentionedpage 27 as having been of fered a $1001000 a yea.r job to'qui t play-around with his hobby. We havenrt heard from hi rn for some't ime sohe decided to take the job. Many people have contacted uF in thet year to share a bi . t of j -nfo about thei r own projects 'and we wouldto thank al l these people and share a bl t of this wi th a1l of youread this book. 'Please do not abuse the,qe people a.nd i.f yqu wish athem when you contact them include a dol lar to help thempostage and other expenses in answering your inqulries or atvery least send them a sel f addressed siarnped envelope no smal lern a # 10 size .. .

WESLING Preston, MIT 612-389-444A has been worklng on an ideat u6es a heat exchanger and modified carburetor parts and both heatvacuum o double fuel mileage. lle has hls own shop and the numberis his business phoner you can catch only during busj-ness hours.E LASA}fTE(BOSSANO0Bo. 403-472-2475is working gut qutt

WTIIDTNG)- Box 223 - Boesano, Alberta CANADAhas been working on hls own version that hewell and ls a simple system to make. He Eay6


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that so far he can get at least JO mpg on hls 1978 DoCge)200 truckuri tL


43/46

ARTHU|RGRTGI{OLIhe man rnentj-onedon page zZ \rtth the photographsf him and his. bro-ther along with ttre iJsne-carburetor ire buil-t hasrntad much tir le to further his research. g[ ! ror trros"-or you who mightin his device hi_s or"-or", i "e"h." i "" , reproducedvrr ur l r ,>peg. As you can see there are some d.lmensio;;r ; ; ; ; - -R BuPErd

cars that runs 200 mpg

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