28949877 secret of the 200mpg carburetor allan wallace 32pp

8/9/2019 28949877 Secret of the 200mpg Carburetor Allan Wallace 32pp

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CA ffiffiti ffiHEGRA TECHNICAL EXPOSE OF THE vr,ORLD'S AUTO hIAKERS

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f heleby decica'"e this book to'tbose of ycu who ere ihe i.rea:leis of iH-s country You se the p,eople vho ra)


3/47


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5/47

page

2

Because our economy J-s based. on the autonobile and the gasoli-ne i-t uses allthese inventors who come up w-ith a better idea, are never al-lowed to eet theirinventiotronto the narket. Of course you v:i11 never get any of [o adrrit that

inventions ca]r be suppressed, but never the less they dL. I have put thi-s information together from the research f have done in my own venture to build a super high mileage system. Because it would take a set of volumes the s:,ze of .an encyclopedia to give you al.l my research notes, frve included only the most interesting and feasible systems j-nto thi-s book. f feel the public has a right toknow and be given the knowledge to produce their own systen if they so desjre and to run i.t on their own-autombbiles. ff enough people are running around i.n IOO MPG carsr the economy will have to change and industry wll1 have no choice but to go along w'ith the change... ft seems that ever since the advent of the automobi-lel the public has been buffaloed into believing that the carburetor instal-led on our ca.rs i-s the nost efficient that can be produced' And that an 'trir,/Fuel ratio of 1 q.l i e fhc 'rltimate mixture for gasoline to burn. But this

is not true is -the gasoli-ne w111 burn at nixtures of up to 200:1 and the 1521sstis outright li-e welve ever heard. The carburetor, as i-nstal1ed on tht biggest autornobile for nore than 50 years now, is nothing more than an automatj-c fuel flow control va-1ve - it does not vaporize the fuel at al.lr which musl be done before the fuel w'i'i,'l burn. 15:1 is about the corect nixture when you intend to burn only 10% of the fuel a j-s done by some automobllesLiquiA fuel wi.llnot birn, it must be in a gaseous state (vaporized) befor j-t -udll burn - andthe carburetor does not do this. The carburetion systen begins at the point of air entry into the sys .f and. ends at the poirrt of igniti.on, therefore- the intake.nani-fol-d a-nd the heads a.re part of the carburetion system as are the courbustion chagtbers. The heat vrithin these parts of the systern is what tends to vaporize fue* so that it can burn. The carburetor only turns the fuel i-nto afine misty spray and meters it to coi-ncide rirj-th the ai-r flow. fn the avera

e car cf today - only about 20% of the fuel ever gets vaporized for the burningprocess, the balance is u'hat ends up as carbon build-up inside the engine lnd whai is cal1ed unburned hydroca.rbons being collected by the catalytic converteror coning out the taj-lpipe, You car d.i-sprove the 1Jz1 R.lr/nrel ratio with your own car and a littl nf vnrrr l-.ime fiff your tank and then take your ca-r out on the highwayt drile at 55 niles pbr hour for one hour turn around and returnto the your tank. Note the nileage on sa.me station you filled up at ald refillyourodometer-atthebeginningofthetestandattheeqd.Nowgohomeall( bet out your calculator. Yourie goj-ng to figure the.tlr,/ffrel ratio for tht 6ngine under idealconditj-ons at-a steady speed. You drove 110 rniles now figure your nileage by dividing the number of gallons to refill your tark" into the 11O ni-lei. Nbw sayfoi exa.uiple i-f you got 18 mi-les !9r-93+1on, you used. 5. 1 g:allons of gai at six- Ibs pei' gallon that is 36.6 1bs. irot: you wlll have-to figure itre anount of air-you-used, and at 11.1 lbs pex Lubic foot. If your engine i-s a nO cubic inch V-8 and turns 22n rpm at 55 miles per hoirr ( fina this out by instal-ling a tachometer) i-t w:t11 d:'ai; ii1 11r?18:?, cubic feet of air per hour -two [ours will be 232\37.5 cuhic feet 61 1r?89.1 1bs. Now dirride-the air by the fuel(11789.1 1bs ai.r a' J5.6 :-ts fuel) and you get a l\relr/Ai.r ratio of alnost4921..0.. THE forrnula for fuel ratio to ai-r 1s always figured i-n weight r sot:eI J. !v vllv 4 vf Jvs v&!rva


6/47

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Gasoline at 5 tUs ler gallon./.ttls at 13.1 correct formula is as follows:inch displacenent of engine dlvided by tro Irrs Der cubi-c foot. --- Cubic 'ii"[o" a""*" air on$ on every other stroke) multipligg !I engine^rpt(tue cubic di;i;; uy-i7ze (1?28- hour) inlhes pel.cublc. foot) nultipli_e{ bvg"119+9 feet of +l ,/-gasollo" Q_ equqls cubic ;il;;; of"minutes per air nulti/.cubic o.,lliipri"a by 5Ib; equa-ls weight of gasol\neweight offeet of weight of dirride air by of-4r tj.\equals ;ii;e-by c-onsun6d forrieightperiod of ti-ne equals Aj.rr/zue1 ratio. sarne gaso.Lr,ne you ratio at a ftrs plaln to see that if ybur get a 49:1 Air Fuells_9n1y_2o% steady efficient, systen carburetion speed on-the hi-ghway and if draet.ica-11y. f f you are -getto 80% ef flciency would increase mileage "-Go i"i-18 npg' now and coirl-a increase ef fic j-ency to 80% your ni.leage would be leiter thin 70 miles per gallorl- -. The carburetor a we know it is about the sa&

e as it was fl lgars ago of 9 years. and the nodern carburetor is even less efficient than thosetoday ale_not systems Th9 fuel ;; *ii""--S"solineawas cheap.carburetorinjectioncomes to of efficietrcYo To aum when it than stand.ard. nuch UettEr in of i;-';ii-upr-or every- 20 gallonsyourgasoline you putanceyour tark-- only 5 i-n The be,l so w-i11- be uEed !y _e16ine.E"fio"" ai as carbon and wi]-i tecollected as unburng$ wil1 bLild up-by the hidrocarbons the ensine catafyiic ccnverter or cone out your tail pipe as pollutione r r.

i.'s 'rE , *J ;' l_ y ' e c'lc

that I once drove a 19176 pontiac with V-8 and. automatic transnissionand f days

those I was a eot-"ioui lJ mpg on-the-highw3y.possibly hot rodder i-nout to 8e!the_car get so I set nirch- fower as I Eould wanted as of the A.ir Force ;;;; alittl-e iaster. f had just, come out airplanes use to where I was mechanlc so Iused one trick that an Engj-ne 69! more poyas possible and put ?T for take offs. f leaned the carburetor out as rauchprogess did give.ne rn water inl*.iion tohelp F9"p-it -cool. The lea:ai-ng channber scre r.*"rl"but cue tc th; riqiria-_fuel- w1thin the cornbustioninstalled.the At intolerable'until the water injection yal ;;;i ;;iia'np *u." power wlth this nethod - I found out that the same timef was increasing I- was also increasing efficiency and end.eo up getting betterthan 21 npgor1

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Ever since then f have been interested in high mileage systerns and 2m at present working cn a sinple nodification that could better than double the mlleage onany car that uses gasoline and a standard carburetor. As a resul-t of my research f have put together the following infornation for you to use as you see fit inyour own erdeavor to obtain better nileae -in 1/^,!F orrinnnl-i!. HOweVef the

printed nateflal here haS been COpyrighted J V U,r Clu vvuv v+ and rnay not bereproduced for resal e. Dealerships for thi-s book a.re available though; conte-ct the dea-ler where you bought this book for more info or contaci me directly i


7/47

f he cannot help you. I truly hcpe the information given here wlll be of some help to you & T ho'.'e to soo 641y autornobilee running around gettin8 50 npg or better in the next few years. Maybe we can get our economy to start changing forthe better 1f we do sonething about it........ o..! r^vfv


8/47

page 4December

28, 1971 Inventor: JOSEPX-H

BALDWTN

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9/47

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The Baldrtn carbgretor shorn here is of a type that uses a vacuur which on the sr:rface of the fuel -s ."""i"a by the enf,ne to lower theapressurert elininatesthe standard produce. vapor. the-fuel to "ia-lrr""-uoiirns type caiburetor rith

Jete enti-relyr e{_replaces it w'ith a sealed """t"ii cbirtafnf-ng a float wilrra standard needle & seat a deliverv tube ;;;;;; ;d ; venturl true a11. lnlet and nixture control.

air j-s cut off by the rotary +r inlet valve to p"odrce a choking eifect-on-theengi-ne-for starting. This-produces a very engine started iris6 vacuum and Eherefor bo+19 glous! fuel to g9t !lt. intake manifold.fron yrlth the air already inthe tfrE t"pors'produced. along continue operation After ltarting, the al.r va-lve is opened enough_ tovalve to control theof air Crr. engine and'fron then on acts ai the throttle the engiTe, the fuel enter:-ig the Jtrti-n". Because of thevacuum created by fuel and produces rithin ihe ""JEa chanber boilsdellvery tubea fuel vappr ; lhi" rni xture type to the veaturi fs thenlucked along the "ipor

c oniroi. Within the venturl type n'ixtr.rre control is a butterfly'valve to control the flow of these vapori- and this butterfly valve must be connected with i:-"r."E" to the rotary "ir inlet valve so ab to be able to control the Air of aly typg. tha!-w'i}l do zuef ilixture. The roiary aj-r j-nlet valve can be pedal for throttle control. a"a-ca1 ue conn6cted,to the accelerator ;;;-j; The inventor6ays that heat nay be applied to tlt" sealed chamber for gas better efficiency-"(in effect, not-requiling so nuch vacuum to boil the ,"itrri" iii- No -iirej. punp i-s iequired-with tnis system as the vacuum w'ithi-n the sealed. chanber w1ff- continue to suck in fuel fron the tank as requiredThe rotary air valve is thecontrolling factor in this gysten producing engine..It. the vacuum ""qr.,i""d by allowing L_ess air into the turn a highnay be Yery rpm and rcav to a1iriCitto-i.it this iysten to-alIow an engin_e_ the systen will work produce a rodi of lowei for the lack. of aii. However to the size of the ;;;-;;;fa u"-"xp"riretrfed w

'ith to getinventor makes novalve and venturias specific clains fU" point requiied for high lpn: The to *ile"g", "tticiency or-pollutj-on produced by his carburetor. fn theBaldw:ln system,


10/47

page Apr11

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Inventor:

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Patent #3

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11/47

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and aLr The Tucker carburetor shown here is basi.cally a systen of fuel to burn

to create vaporous filiers workingi togdf,he-r an internalacombustj-onraixture sufficient engine. of the cYlinders.Because

is filled the bottorn of this carburetorbe mounted. entirely-with-the nain seperately^.3l1 at such nust ir:_t"rr I flgat-crranuer the top ""oiiiii"e as to iaittaitt r-i""f 1eve1 belowordi-nary of the filter. Maln a position type.4" fi-lter'arld through an itrto the carburefor:-" ;ii";;i;i and Inru the nainthe a.ir then p""i"" downward into and uPy?rd into. a vaporizing filter The bubbles the liquid fuLf where upon i.t fuel and. li-lter createsnixing cha.nber.are bro' bubbleswhich air passing tirru"[rti" liquj-d above the ll.quid Ievel thereby vaporizing ken up by the part of the filter the fuel. and a An auxiliary air inlet is pro

rrided along "+l! it9 own air filter to entcontrolr -thJ-s allows extra air butterfly varvi fo act as a nixture t!".origina1 ii-xture from being too richer themixlrrg'"lrrrbJr to x"9n rnj.xing 6hamber it is swjJrled away from the As this auxiliarv-ai" enters th; in t[e miring proces6 a11d keep it frorn center by a tirrbulator to irerptoo -to a mixture-lean traveling strJghi-aorry, lnio ttre 9ngln9 and-cieatingthe the accelerator by Linkage_ to This auriliary ;fi noust be controllEd p"aaf along *.i-ttr the nai-n butterfly valve control . s.i mnt that work's well when fitted to stationary engi-nes where ^enginee systemconstant. Mixtr:re control by linkage ca+ b9 tricky when the is-constaltly_ crtattg"d uP. ald down. l"lixtr:re control can be your engine rpm "pil-i" 'protf en-*ir.i U"i1dj-ng-any trign mileage carburetor. liEE""t !yp" a marr by This carbruetor is of thebasic fcrn orwhlie written about in Pn articlt LaPan fron a tg?4 Gi""- oi Mecha"i*-iirustrated was more about the +?ne oftype hunidifier clairoed. to g;a gO to

100;pg. ih; article nain vaporizing f+]ter rotates through.the. carburetors tirouiir, where t[6 rinrr.irt fret a'd air is orawn through i part 6r tite filter that is not under tbe liqui-d. this Mr Tucker rnakes no specific clairos to effi-ciencyr- but does gl"it engi19 or- ilry gas to the carburetor wi1l deliver a corapfetely vaporizedthe burning process w1thin which is nixed w-ith sufficieni airto c6mplete the cylinders.n !*sr},*v ! !4Vq4u 4Bv*


12/47

page Febuary

IPatent #3

?4t 1970 fnventor: F0RREST' E GIRRARD

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13/47

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The basics of ttr Gemard carbrrretor shown here are sinpler but can be a bit cornplicated to. bui-ld. ft works on the basis of a sj-mple heat exchan6-

er to vaporize the fuel.

This carburetor uses two lnpe11ers driven by electric notors to suck air througha venturi type fuel noLzl-er arld then send this atomized fuel & ai.r *11t"i" through a trblt exchanger to heat exchanger til the fue1. This vapor'iiea nixture{hen remains inside the fu1ly vaporize such tine as needed try the engine. A slight pressure is naintained within the heat exchanger by ihe impellers. As the engine requires fuelr I valv controlled by-linkage to the butter -and al-lows the vapor to nix w:ith inconing air to the f1y valve i-s-opened This viLve for mixture controll as with nost other systens of this "tr!ine. be tricky to get intoco-ordination wi-th throttle opening. This tyi", can caiburetor is a simple version of the Pogue carburetor shown l-ater on 1n fir:-s book, and could be hi-ghly

dangerous due to the a-ir entering the heat exchanger-a1ong with the fuel. Thewise buj-l-der would be wj-se to have one or morE heat cdntrol valves affixed tokeep temperatures fron rising to a point where the fuel w:L1l- erplode. a1"9 this air,/fuel mj-xture within the neat exchanger should be kept very richr so rj-ch in factr that an explosior would normally be iropossible. lio sr.eei fi c claj-ms are urade by the j-nventor other than conplete burning cf the fuel and a reduction of pollutants being released to the atmosphere.


14/47

pageDecerobeS 25 rJ966 Inventor: HAROLD SCHWARTZ

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Patent #3r2941381

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16/47

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The Schwartz carLruretor shown here is somewhat different than most heat exchang

er type carburetors i-n that it al-Iows hot exhaust gases directly in ',o the exchanger. The top view shows the air inlet surrounded by a vaporizing cha-nber inrvhich you will. find a a fuel- inlet and a fuel return li-ner and surroundingthe vaporizing chamber is the hot exhaust inlet. The side view shows the r'ue1 inlet to a spray nozzLe whi-ch is very close to the exhaust outlet into the chamber. Liquid fuel that has not been vapori-zed W the spray nozzle & the hot exhaust -wi-l-l drop into the bottornr ard after reaching a predeternined leve1 wi.ll-be sucked off by the return l1ne.

liot shown i-n these drawingsr a.re a series of baffles just above the fuel 1evel in the bottom of the chamber. These baffle catch any fuel that i-s not fulJ-yvaporized as ihe fuel exhaust mixture passes through them before getting to the

air i-nl-et. Vaporized fuel passes through the vapcr nozzle to be nixed w-lth the a-ir for the burning process. Thi-s carburetor shoulo be considerably safer than most, because no air 'i s all-owed into the heat exchanger. This carburetor should work well with any engine that continually changes throttle settings due to mixture being automatic. The more the trottle is opened, the more exhaust thusmore of the fuel belng vapcrized upon demand. No rnechanical mixture control should,'"rovv

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The inventor nakes no speci.fic clairns as to mileage increase, but does claim the carburetcr to be alnost 1OO% efficient and thus producing virtu-

ally no pol lutions.


17/47

pageMay

12

2, 1951ROBERT

Patent #SSI{ELTON

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18/47

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19/47

page ltThe shelton carburetor uses both heat and vacuum to create a vapor flom the gasoline. This carburetor consists 9f lgra;;halnber rn wuich a resi_ voir of fuel- is naintained. Shelton used a1, elc[rlc ifo"t typ;;;ftcU-in"t " would shut off the electric fuel puTp when the desire6 fueL i"v"i has been reached and to turn the punp 91 when the Levet fa-lls. iio*"v"", any "g"i" type of float arrangenent would sufflce.

At the bottorn of the cha.nber is ar1 electrlc heatlng eleurent controlled by.?thermostat in the liquid firel and tr.rrned, ott off by the sw-itch. Shelton cl-aims the hea!+g elernent sloutO";ra maintiinea ignition Ut ;E-;-;;;perature of l05 degrees far_enheiglrt. Thi-s tennperatrrre sttou:-a eo"pi""t" a considerableanount of fuel whlch then Tuqt ig"" upward. tfuouit-i. series cf baffles which w111 "o11:.!.'AI_liquid aro!1ets ina a]-low iteru-to a"ip back i-nio the bottom of the cha-nber.thg of the evapori.zation cha.nber the fresh air er +.t i-a lop cha.nrber via atype of venturi. Thi;-ventr:riis allowed to entthe-nixing is the ann.{-rnl'1 1 uuriLlur-rrng ractor for this carburetor - as the throttl..co"t"oif"arnixture butter."1 ,, iry i.^"1 ..^ l-s openedr a vacuum is created around this ventrrri suc

kirr.,t-he varve .i ^frro'l ir.n^Fo into the mixing chamber. +Below the chanber is a priner_ or accelerator puep mechanical linkage to the throttle valve. Fumpini tir" being connected by a acc6lerator few tir.res nrlmes the engine'for starting, aft6r Etarting ih;-;;;i"" pedal this +l-^ ^^+^ pump actsrne saJne as the accelerator punp on the staldard 3ettEci venturicarburefor younow have. The inventor clains that ^up to - eight times the nileage carbuletor can be obtained fron his model. No other cliYrs of the stalclard"r"--maO".

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20/47

page

14

October 22,

'19-!g

B NEWBERY

Patent #2r218 rg2Z

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21/47

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22/47

page

15

The Newbery carburetor i.s not really a carburetor i-n the nornal sense of the word. Rather; it is a series of two heat exchangers that deliver a vaporized fuelto the intake nani-fold of the engine. The two heat exchargers are of a type th

at provide a large surface of heated metal (in the form.of baffles) and a ratherlong path for the fuel to travel before being nixed with the fresh air. Thi.s large heated area & long path are the neans for vaporizi-ng the fuel before it isnixed with the aj.r i-n the intake nani.fold. The fuel enters into the first exchalger rria a controlled spray nozzler thi-s first exchanger vaporizes a largeporti-on of the fuel which is then passed i-nto the second exchanger for furthervaporizing and expansion to a true dry state. Exhaust frorn the engi-ne entersthe second charnber first so as to produce a hj-gher temperatu-ne to be transfered to the fuel just before being al-lowed, to nix w-ith the fresh airr supposedly to bring the already vaporJ-zed fuel to a truely dry state. As no neans for mixture contro]- is provided I presune that the fuel is controlled by the spray nozzLe and the choke valve being interconnected to fhe throttle so as not to a]-lo

w too much air for too lean a mi.xture. The inventor prorrides no systen for starting, so a priner of some kj-nd wouid have to be affixed. The inventor na-]


23/47

pa8e

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January 7 t 1936

Patent #

21026

Inventor:

CIIARLES N POGUE

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24/47

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25/47

page

17

here is the last of the legendary 80899 carburetors drawings of the early fiiiiyt". Upon studying thea.re si-mp1y.on page 1.6, 19t & & 21 heat exchangers uriththe ine Polue carburelors vo" *irr se! iilt i.equirea co*pottents encl6sed that

make it a complete carburetor into one patent #n26?g8I

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rr-i

of a form that provides a large arga of heated metwithin i rather smaff unit. f;l #2026?98 belng spirally wound to alexhaust "u"r".emiglf-look like a spring, sheet metal heated by the engine into a il";;h;t the fuel i"- i".orpo."f"d into aunit that uies splay nozzl-es to turn iir," misir arld with a forced air inlet trrat bubbles up_ through a reservoir of i".r.alonf vriitr""-p"rp to suck the nri

st and air into the exchanger. heat The pump is vacuum operated, and purnps thefuel vapor ll"i__!l:-, fi-rst fuel expan{ the into the second exchenggr t9 iurther vapori-e and exchanger T[is air and fuel mi-xture within thewhile "*ci,itgbrbefoz.e oetiver! io-tr," or fire "n?i"u. will be surri[ieltt-v ric[ to prevent accidenfal erPlosi-on unier a slight pressure created by the pump' f"i"S naintained. a vJithi-n the second. chamber of the heat exchanger is by rotary-p19g-Y+ounecha{rical l+lkqgg This valve must be connected for control of mixture. the accelerator pedaI. Linkage should to the butterfly valve controll-ed. by mixture. be provided. vrith neans for adjusting the The riquid resenrcj-r sha].l be maintalned at e predetermined 1eve1 by into nazzles dropping back l_iouid that has notbeen turned to mist from theto ;;-' i^rfnmt c fV a float valve that will open E""p tlt" Ieve1 frosl ris;;a u\J \' ,ulll ;-llu to is i;; u.iorr. ift" p"ehet-ermined point. Th" float valvethe to be connectedtire a intake side of to return ic

:etr_rt'n line that wirl allow lire fuel iuel punp. patent #199?49? vrill showdetails of the spray nozzLes and the ro'r'ary in plug valve, thesb liems are identical to the ones usednot the later pafent. haye, this punip did #20?6798 incorporaies a pump tfrat previous nodelsrnust be fitted srith a' land ::raintains tn*-ity-vapor it-" sligirt pressurefrrst chamber. #2026798 to reiurn excess--pi"iEur"'tc the where as earlier models d'onrt iief valve "lug ir-corporartes the s;ira11y woir.nd heat exchanger arr,l Ce+-a:il-s that alply t; al-l model,s are onlages 22 thru 2r.The heat exchanger is


26/47

page l8

fi;'f:-z.5 ecot)Cn nrlB,en. /oA

?R,essue

'l1cuu*t

Lv,tG

(/


27/47

\,1r- Purdy- and I appreciate very much your interest in arranging lest for us with Mr. Po8uc. Ar the time (he test was madc *e covcred 25.7 miles on one pint of gasolinc. wrs turned off' Before sraning rhe resr, rhe car was run unril thc motor stalled for want of fucl. Thc pinr of gas was then connccted; the main supply tank and the test started from a stalled motor. \\,c are al a loss to undcrstand thc reason for such marked cconomy. Howcver. every consideration was shown in carrying oul test and acqu:inting us wirh rhe dcsign of thc carburetor. Yours

truly.(Signed) D. F. SMITH.

14? Collegc

Avcnuc. Winnipcg. Manitoba'Augusr lOth. 1936

TO WHOM IT MAY CONCERN:model' I hevc trkcn I hav? rodry had thc plcasure ro make a rcst of rhe Poguc Cerburelor. Samc was inrtallcd in r Ford V't Coupc' 1931 "t"t Fti,. rions to turnoff the speedomaer to nil on thc trip milcrge. lge ar lhtcc mllca I drove rhe ca

r rwenry-cighr mila on onc pint of grsoline. I tcsrcd thc cer for spccd u9 to scventy-fivc milcr per hour and 1< or form' hcur:and thc crr performcd cxceprionelly nicely. ln fact. I cen sey the pcrformancc wes ell enyonc could dcsirc in every shrpc Yours TrulY. (Signed) S. STOCXHAMNI ER


28/47

FaSe

19

April 9tfnventor:

1915CHARLES

Patent #NPOGIIE1

,997 r497

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t{ozz-ce

Fuet Lew,

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BrnnPerut4rt


29/47

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30/47

page

nPatent # fi97 ,497

April 9, _193,Inverr

bor:

CHIIRLES

-

N

POGUE

BAFFL

N*W,\n'

\

Lttt x a a A or,,sf Agu

7

These i-tens a-re identical for #2026798 excePt WLJ plu6 valve i-s used insteadof 5U -,^ r o a . a a a . .

that onlY one rotar"Y


31/47

page ?l

January

]r

1935

CHARLES

fnventor:F

N

POGIIE

(ldentJ-cal25J-?

to

Canadian # 35t138 U.S. #1997497)

iatu-e-

-J

-

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It lt I t,

21

v33

F;rtttnt 2

-


32/47

pa8e 22Carburelor 353J3tI his irrvention relares to a device for obtaining intimate contact between a liquid in a

truly vaporous stale and

a gas. and

parricularly to such a device which may serve as.a carburetor for internal combustion engines. Carburetors as commonly in which a used for supplying a combustible mixrure of air and liquid fuel to internal combustion engines comprise a bowlterminates in supply of f uel is mainrained in the liquid phase and a fuct jetwhich extends from said supply of liquid fuel and the cylinders. a passage through which air is drawn by rhe suction of the engine cylinders. On the suction orintake stroke of vaporizair is dra,,r.n over and around the fuel jet and a charge of tiquid fuel is drawn therefrom and broken up and partially cd during its passage to rhe engine cylinders. In such carburetors a relatively large amount ofthe atomized fuel is not vaporized and enters the engine cylinders more or less

in the form of microscopic droplcts. When such a charge is "fircd" in the rhe engine cylinder, only that portion of the liquid fucl which has been convertcd into thc vaporous and conccquently which is drawn into molecular srate, combines rhe air to give an explosive mixture. The remaining poltion of the liquid fuel butthe cngine cytinders and remains in the form of small droplets does not burn and thereby imparl power to the engine.rends to increase the cylinder head temperature above that al which the engine opcrates most efficientlyI lrave found the efficiency of a carbureror can be increased if the liquid is broken up and converted into the vaporous and independentof thc suction of the engine. I have also found that the efficiency of the engine is further phase and if the previously prepared fuel vapors are caused to expand before being introduccd into thc engine cylinder pressure' so a reserle supply of such liquid fuel vapors for introduction inro the engine cylinder is maint

ained under a slightincreased-

in advance

if

rhar when the conduit through which the vapors pass ro be mixed with the atmospheric air being drawn into the engine c!'lirders is opened, the pressure will cause the gases to be forced through such passage and their introduction into the cngine cylinders wilt not be dependent solely upon the suction created by the engine cylinders. It is an objecr of the presenr invention to provide a carburetorin which thc liquid fucl is broken up and prepared in idr.ance of and independent of rhe suction of the engine and in which a reserve supply of dry vapors willbc maintained rrnd:r pressure ready for inrroduction into the engine cylinder atatl times. lt is also an object of the invention to providc a rarbureror irr which rhe dry vapors are heated to a sufficient extent prior to bcing mixed with the main supply of air which more in' carries them into the engine cylinder to cause them to expand so that rhey will be relativety lighter and will bccomc tir-nately mixed with the air prior to their explosion in the engine cylinders. I have found that when the reserve supply of dry vapors is heated and expanded priorto being admixed wiih thc atvapors will mospheric air, a greater proporrion of the potention energy of the fuel is obtaned and the mixture of air and fuclexplode in the engine cylinders at the correct rate and without any apparent rai

se in cylinder head temperature' \,tcue parricularly, the prescnt invention comprises a carburetor in which liquid fuel vapors are passed from a main


33/47

vaporizing chamber under at least a stight pressure into and through a heated chamber where they are causcd to expand and in which droplets of liquid fuel are either vaporized or separated from the vapors, so that the fuel farally introduccd into the eugine cylinder is in a true vaporous phase. The chamber in which theliquid fuel vapors are heated and caused to expand preferably comprises a series of passages through which the vapors and the exhaust gases from the engine pass in tortuous paths and in such a manner as the exhaust gases are brought into h

eat interchange relation with the vapors and givc up a

of their heat to the vapors to cause their hcating and expansion' The initial vaporization or aromization of thc liquid fuel is causcd to a large extent by thepassage of almospheric air tl:;ough a consranr body of tiquid tuel mainrained inthc bottom of the main vaporizing chambcr, but for reasons which willp,art

out. such vaporization of the liquid fucl is prefcrably supplimented by one or more atomizing jct but the vapors from such jets are also caused to pass throughthe heating chamber where thcy will bc expanded to have any liquid droplets removed

bc' trereinafter pointed


34/47

pa8e

23

ln the drawings, Fig.l is verticd cross-scctionel view throuffi a carburetor embodying my invention, Fig. 2 is a hori:onal sectional view through thc mein vapofrzing or atomizint chambcr, the same bcing takcn on line 2-2 of Fig. I, Fig. 3 i

s e sideelevation of the carburetor, Fig. 4 is e daail scctiond view of onc of the atomizing nozzles and its associatcd parls, Fig. 5 is a detait cross-sectional viev showing the mcans for controlling the Passage of gases from the vapor cxp3nding chambcr into the intake manifold of the engine, Fig. 6 is a pcrspectivc view of one of thc valves shown in Fig. 5, Fig. ? is a cross-scctional view showing meansfor adjusting the valves shown in Fig. 5 and Fig. t is a cross-sectional view on line 8-t of Fig. ? . . .

Referring now to the drawings, the numeral I indicates a main vaporizing and atomizing chamber for the liquid fu:l located at rhe bottom of and communicating with a vapor heating and cxpanding chambcr (2).

The vaporizing chamber is provided with the perforated false bottom (3) and is normally filled with liquid fuel to levcl X. Armospheric air from a conduit (4) cntcrs thc spacc below thc falsc bottom (3) and passes upwardly through pcrforations (5)

in said botrom and then bubblcs up through thc liquid fucl vaporizing a portionof it. Liquid fuel for maintaining thc level X in the chamber (l) passcs from ausual fuel tank (not shown) through a pipc (6), and is forced by a pump (7) through a pipe (t) into and through a pair of nozzles (9) having their outlets located in the chamber (l), jusr above rhe levcl of the liquid fuel therein. The (7)ntay bc of any approved form but is preferably of the diaphragm type, as is normally standard on most automotiles The nozzles (9) are externally threaded at their lower ends to facilitate their assembly into the chamber (l) and lo permit th

e;n to be removed readily should cleaning be required. The uppcr ends of the nozzles (9) are surrounded by venturi tubes (t0) having a baffle plate (l l) located at their uppcr ends opposite tbe outlets of the nozdes. The liquid fuel beingforced lrom the ends of the nozzles (9) into the restrictcd portions of thc venturi tubes causes a rapid circulation of the air and vapors in the chamber through the tubes (10) and brings thc air and vapors into intimate contact with thc liquid fuel, with the resulr that a portion thereof is vaporized. Unvaporized portions of the liquid fuelstrikes the bafflcs (l l) and are therebyfurthcr broken up and deflected downwardly into the upwardly flowing currenl ofair and vaDors. The pump (7) is regulated to supply a g,reater amount of liquidfuelto the nozzles (9) than will be vaporized. The erc'sss over that vaporized will drop into the chamber (t) and cause the liquid to be maintained at the indicated level. When the liquid fuel rises above the level, a float valve (12) willbc lifted and the excess will flow through an overflow pipc (13) intc a pipe (la) leading back to the pipe (6) on the intake side of the pump (7). Such an arrangcment permits large amounts of liquid fuel to be circulated by the pump (7) without more fuel being drar' n from the rank than is actually vaporized and consumed in thc engine. As the float valve (12) will sct upon the end of the outlet pipe (13) as soon as rhc liquid level drops bclow the indicatcd lcvel, there is nodanger of vapors passing into the pipe(14) and hence into the pump (7) to interfere with its normal operation. The upper end of the vaporizing chamber (l) is opcn and vapors formed by atmospheric air bubbling up tltrough the

liquid fuel in the bottom of the chamber and those formed as the result of the a

tomization at thc nozzles (9) will pass int.r the hcating and expanding chamber(2). As is clcarly shown in fig. l, thc chamber (2) comprises a series of tortuotrs pas


35/47

rough the passages (15) and the hot exhausl Sases frssthrough the passages (16), a suitable entrance (17) and cxit (lt) bcing providedfor that purposc. The vapors passing upwardly in a zigzzg path through the passages (15) will be brought into heat interchange rclation with the hor walls of thc passaS,es (16) for the exhaust g,iues. The total length of the passaSes (15)and (16) is strch th:t a relatively targe reserve supply of the dry vapor is always maintained in the chamber (2), and by maintaining the vapon in heat exchange

with the hot exhaust gases for a substantial period., the vapors will absorb sufficient heat from those gases tocause the vapors to expand,

with the result that whcn they arc withdrawn from the top of the chambcr (2) they *'ill be in a

truely vapor phase, and due to their expansion, rclatively light.

Any minute droplets of liquid fuel entrained by thc vapors in thc chamber (l) will precipitatc out in the lower pass:tgL's (15) and flow back into the chambcr (l) or else bc vaporizcd by the hcat absorbed from the hot erhaust Sases in their

pa((:r1"through chamber (2).


36/47

page 24The upper end of the vapor

passg

(15) communicates with openings (19) adjacent the uppcr end of the downdraft tubc

(20) leading to rhe intake manifold of the engine. Valves (21) are interposed inthc opcnings (19) so that the passagcs of thc

vapors therethrough into the air tubc may be controlled. The vdves (21) pcrferably arc of the rotary plug typc and are

controlled as hereinafter described Suitabte means are provided for causing thevapors to be maintained in the chamber (2) under a pressure greater than atmospheric, so that when the valves (21) arc opened the vapors will be forccd into thcair tubc (20) independcntly of thesuction of the engine. Such means may comprise an air pump for forcing the atmos

pheric air through the pipc (4) into the chamber ( ) beneath thc falsc bottom(3), but I prefer merely to provide the pipe (4) with a funnel shapcd inlct end(22) andlocared just behind the usual fan (23) equippcd on most all automobiles. That will cause the air to pass through the pipc (4)

with sufficient force to maintain the desired pressure in the chamber (2) and the air being drawn through the radiator by the fan wilt be preheated prior to itsintroduction the chamber (l) and hence will vaporize greater amounts of the liquid fuel. tf

or exhaust gases from the engine may bc passed around it to further preheat theair passing therahough prior to its introduction into the liquid fuel in the bot

tom of the chamber (l). 'fhc air tube (20) is provided with a butterfly valve (24) for throttle, and a choke valv (25) as is customary with carburetors used for internai combustion engines. The upper end of the air tubc (20) extends abovethe chamber (2) adistance sufficient to receive an air filter and/or silencer, if desired. A low speed or idling jet (25) has its upper end communication with the passage rhrough the air tube (20) adjaccnt thedesired the pipe (4) may be surrounded by an clectric or other heater,

throttling valve (24) and its lower end extending into'the liquid fuel in the bottom of the chamber (l). The low speed jet will supply fuel to the engine when the valves arc in a position such as to close the passages (19), hor+'ever, the passage through thc idling jet (25) is so small that under normal operations thesuction thereon is not sufficient to lift the iiquid fuel from the bottom of thechamber (l). To prevent the engine from backfiring into the vapor chamber (2) the ends of the passages (19) are covered with a'fine mesh screen (25) which operates on the principal of a miners lamp, and will prevent the vapors in the chamber (2) fromcxploding in the event of a backfire, but will not interfere substantially withthe passage of the vapors from the chamber (2)

into the air tube (20) when the valves (21) are in the opcn position. The air tube (20) preferably is in thc form of a venturi with the greatest restriction being at that point where the openings (19) are located, so that when the valves (21) are opcnedthere will be a pulling force on the vapors because of the increased velocity of

the air at the resrricted portion of the air tubc (20) opposite the openings (19), as well as an expelling force on them due to the pressure in the chambcr (2).


37/47

As shown in fig. 3, the operating mechanism for the valves (19) is so connectedthe operating mechanism for the throttle valve (24) that they are opcned and closed simultaneously with the opening and closing of thc throttle valve, so that the amount of vapor supplied to the engine will at all times bc in proportion tothe demands placed on the engine. To that end, each valve (19) has an extentionor operating stem (27) protruding through one of the sidc walls of the vapor hca

ting andexpanding chamber (2). Seals or packing glands (28) of the ordinary constructionsurround the stems (2?) wherc they pass

through the chamber walt to prevent leakage of vapors at those points. Operatingarms (29) are rigidly secured to the outer ends of the stems (27) and extend towards each other, the arms are pivotally and adjustably corinected to a pair oflinks (30) which at thcir lower ends are pivotally connected to an opcrating

link (31) which in turn is pivotally connected to an arm (32) rigidly secured onan outer exrension (33) of th- slem of the throttle valve (24). The extension (33) also has rigidly secured thereto an arm (34) to which is connected an oprat

ing link(35) leading from the means for accelerating the engine. The means for adjustably connccting the uppcr ends of the links (30) to the valvc stems (27) of thc valves (t9) so that ti.

amount of vapors delivered from the chamber (2) may be regulated to causc the most efficicnt opcration of thc particular engine to which the carburetor is attached, comprise angular slides (36) to which the upper ends fo the links{30) arc fastened, and which are slidably but not-rotatably mounted in guideways (37) in the arms (29). Thc slidcs (16) have rhrcaded bores


38/47

paSe 25(29), but are hcld againstlon3itudind moverhrough which scrcws (3t) pass. The screws are rotatably mounted in lhe arms (3D a;d change thc rcletive Tcnl so rharwhcn thcy are rolare*rhc slides (36) wilt bc causcd to move along the guideways

position of thc tinks (30) to the valve stems (2?) so rhat a greater or less movemcnt, and conscqucntly a Itcater or lesscr opcning of thc porrs (19) will takc

placc when thc throttle valve (24) is operatcd. or crpandcd For safery and for most cfficient operation of thc cngine, the vapors in the chembcr (2) should notbc hcatcd consequently the exbeyond a predetermined amount and in order to control the extent to which the vapors are heated and (17)- The valve (39) is renr rowhich they are expanded, a valve (39) is locared in the exhaust passage (16) adjaccnt the inlet preferably rhermostarically controlled, as for examplc, by an expanding rod thermostat (40) which extends through the chamber (2). However, anyogher means may be provided for reducing the amouot of hot exhaust gases entering the passages (16) when the tempcrature of the vapors in thc chamber reaches or exceeds the optimum. The engine has been described in dcrait in connecrion with a down-draft typc of carburetor. but is is to be undcrstood lhat the side'draft or even the irs usefulness is not restricted ro that particular type of carbur

etor, but could be made adaptable to up-drafr type of carburetor if desired, andthat thc manner in which the mixture of atmospheric air and dry vrpors is introduced into the cngine cytinders is immaterial as far as the advantages of thc engine are concernedThe rcrm ..dry vapor" is used herein to define the physical condition of the liquid fuel vapor after the removll of all liquid droplers or mist which is frequently entrained in what is ordinarily termcd a vapor. From the foregoing dcscription, it will be seen that the present invention provides a carburetor in which the brcaking up of rhe liquid fuel, or total vaporization, for subsequent usc in the engine is totally independent of the suction created by thepressure in e hcated cngine, and rhat after the liquid fuel is broken up and rotalty vaporized it is maintained under a light vaporized end to space for a iengrh of time sufficicnt to permirall enrrained liquid or mist particles to be separated or permit thc dry vapors to expand prior to their introduction and admixtu

re *:vith the main volurnc of atmospheric air pessing

into the engine cYlinders.Charles N. Pogue

Inventor


39/47

pae 26

is at Although the Pogue carburetor is a Iegend., ithas everthe salne'tine soneplaced it on the past 45 yeqlg no one what-of a-ptraltom. fn tbe built working.models of !!:_Poguel *""-t"t, ,rr-d. nany'peoplslrave 6uccessfully are so raxe that no one ever carbur6tor. worLing nodels of the phanton seems to be able to track one down-and actual.ly see it in operation. As of iie rirst of tiris year thou

gh, we have been in contact w:ith one nan sho has a wcrking model of his orrn manufacture. Several magazine articles have beep printed about the Poege carburetor 8, the about tlre nan-himself. One such article- fron the Dec 12, 1936 issue of of ga-11on C"""ai"" Automoti-ve Ind.ustries states that the averae.inperial energy, &d.that the average_An9I1e"";fi; contains about 1l+OTOOO ETU of keep it norring at.a steady n ndles 3;-""d"" takes ?5 ft/lbs'oi torque to a 25 Epg.lig1rre_they ;; h;"". Using tirese figr.rres anATherefor if the Pogue shovr in.a for^rnula carburetor delivers only a 9% efficiency ii."t tr.ii2OOvtlv

miies to tfte g"l-lot, overlall ef ficiency is raise{ to 72% An article from the

Septenber 1953 issue of Cars magazine states that in j'.he nnening. months of 1936, Pogue pani-cked the Toronto stock exchange- an-d threw'a fright j-nto the lnajor 6il co*panies. Stock exchalge.o_ffices & brok-sa]ne ers were swa.mped w:i-th ordeis to durp all oil stock inmediately. Thi"dealers of one of ltinnj-peglslargest au.tonobj-le artlcle referl to a lxanager *rro clains to have made a test of the Pogue cirburetor and had driven 215.8 one imperial gallon of ,gascline.The sa.lne article _preeents what is niles on in hs -r cr.nnncaA vv L p"rscial-inbervlew with Charles Pogue, and describes hivrr .>LauiJur>gtJ. resrgned old-man who accepts the past and keeps hirs secrets to hirn"i'" Sitlins beiri-nd a battered old wooden desk he runs a tired old machine ielf.shr^,n rre,i

nE oii filiers.

fn this interview Pogue w:111 not make specj-fic claims as io performance cf hiscarburetor, nor ivi-Il he deny the clairns of others. The article s4ys tl:ar pogue adrnits'io haring been threaiened and to having hi.s workshop not broken in'ro w'ith unfinished. carburetors being stolen - but that he was hnrrrhf UIJ. fU6Ll= 5o.*Y'- +ua.t he lost $100rOOO and his partner lost $1OOrO00 nff- p^F,,^ -^r7c t/Ild' UUUbIfu i.rvinp to o"- ii." carburetor into production - and he stillhas $2OrCOC set of di-es Ia-vrng in the back room. vrorth Sornetime later a: article from Our Sun describes Pogue as a typical w91t dressed. business nau, successf\rl and w'ith a keen mind and a glint of enthusiasim i-n lr:is y. I{; runshis own business called Econony Carbr:retor Co. although he produies oil fil-ters and not carburetors. The article states & that eSgue i; somewhat bitter aboutthe treat,nent he gets. fron reportersone thai th6y usually w:.ite what they warrt i-nstead of the facts. Pogi:e used of of hi-s carburetois on hj-s own car forabout ten years and that about 2OO that sare model had been Produced. l{ote t}rat none cf the articles state that Mr Pogue himself nakes claj-ns cltiror of ZO0mpgr and. as far as we can find Pggue nevei- did nake such altYe have nor did h;'sLatetaiy particular mileage figu-re for his carburetor. it was heard that thecarout6tor was as big ls the engine itself and that d.angerous to operate, butPogue denies these siatenents. Most magazine- articlEs about tis nar and. his-carburetor seem to contradict each other in various statements so ffn not so suremost of it is pure legend or pure d'c it does fictlon. However the carburetor, pha:rton as it is, i-a real andgasoli-nejnjob of using up mosi of the energy i-na galton of a very good stead of dunping it out the exhaust....o..e


40/47

,..t

t

page

27

The phantom carburetor \ eye, and re-appearefrrnany of Charles Pogue has disappeared llon the public ti-nes over the past 45 years. Bvery few years sone ) rumors and stories begi-n to circulate about some one trying to nanufacture & narketthe carburetor, but for scne unknown reaeon - the stories dJ.e out and the carburetor never nakes it to rnarket. Many people have built the Pogue 8. some have been very successful. We have a letter i.n our files from a l,lr Gail Qye of Bentolr fL who,cl-airns Lhat he has been offered a $IOOTOOO a year job to quit playing around w:tth these thlngs. Another letter from a Bi-1I Stewart Wood of Nestor, CA says that he and a partner built a Pogue about 2J years ago but after having sone problens w:lth it and no rooney tc continue working on it, Shelved the project and never got back to j-t. But ncw the phalton is no longer a phantom - af

ter 45 years the ghost is returning to life. A Mr Arthur C Sgri.gnoli has builta rough hand made nodel of the Pogue that has increased efficielcy by 86%. Contact was made through his brother - William J Sgrignoli of 18 Rirervj-ew in Enola,PA VA25 anrd we obtained the fo11ow'ing photc,[raphs:

)


41/47

page 28

is all hand built of copperr tha upper in dianeter - the lower chanber is I &r inches in dianeter_-.tlt"_vapo-rs are drawn fron the to ) ald 4 3/4 inches high through a central air inlet tube. Uslng a hatr dryer for the i"dtEia of down heatsource, Mr Sgrignoli ran the lawn mower engine for lJ ninutes on four I ouncesof gisoline as opposed. to the I ninutes on four ounces xdth the stanof 6;a carU

uietor representing an increaseon 85% i,n fuel effictency. .As of, a side draftnodel to be i-nstall:_ite last year },lr Sgri-gnoli was worki-ng to work on itrwe have no doubt that ed on hLs lrict


42/47

Tc tlu Fnoa ftont Bo ou The derrice looks so good we are looking forward to a range of 30-npg and better from a healqy .g.meiican car with automatic transmission and V-8 engine. Iiow about youf C"i. Vo" build one? If not, how about a friendcr relative that is a ihade tree- nechanic ? Sorne day w6 al-l might have sonething bettei t but for now - if you want itr ya gotta build it yourself. Good Luck / AlLan Wallace dba RoadRunner Rrblications Raymondville, T)i 78580

fl*t

Fllree.

ftet L*c

ffi7",


43/47

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1981 UPdate

The ILEX cAs vApoRrzoR developed by ONMEWTRONTCS of carson city' NV ;;; b;ing-dlstributed by: Vaa-M Polowchak - 111 Fine - Fort. l4organ'. C;io;;ao-gOZO 1 -/ -neceit ir-rquiri-es have gone un-&r6wered. . . . . . . . The nan who c]ained tobave built a Pogue type carb to run in conitrtction vrith the stand,ard carburetor fas doing business as: FUnLMfZnR -GOrt ffi--rtici arctson, ?X ?nBO -/-/ Recent iiquj-ries 8o un-answered.Have heard frorn sourcea iu E1 Paso that T'OM OGLE sold out to A'DVAI'ICE I't ELSYSTB,1S of Seattle, Washington for fizprOOO.OO - while stilL reiJ"i"s n f interJst ii rris defr'ce that g6t- 100 MPG on a 1970 Ford"

and As of January Bl CHARLES NELSON POGUE is stj.ll alive at age 9t ' to is 1ivi-ng j-n a rest horne in Winnepeg, Canada. He refuses to ta-Lk. . . '' anyone oito ieceive visitors frorn outs:-de his own farnily... . . .. The world record for tr-igh -i leage now stands at an incred j-b1e 1 ,368 niles per gallon - obtaiied at the Shell Motor Mi-leae Marathon in Great Britain. A speci-al buJ.lt three-wheeler with a 9occ engine made

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the run using the sprlnt & coast raethod of drivirIg................" The systemshown on page 28 of ttr-is book has been revised to use a comptLte caruuretor (rE"" butterfly valve) at the poi-nt of a-ir entry insiead of the hand buiilt venturi ihown. The oriSinal carburetor is used. for the throttle butterfly valve only and the added carburetor sysi;en' supplies af1 fuel to the enginL via- the evaporatcrr filter MPG on a A 50but have obtained J0 few'problens are-sti11 popfioe up, though and not yet avail-E5 rnnh run of 50 miles.'Sliff-ex!6r:-mental-/ ./ab]-e for general usg..o.. tto

set of of Northridge, California is selling afor info high price. plans for a Pogue carUuretor for $5O.OO A very they.eivg. ifr"t you alreaXy have from thig,Uo-otr. Exceptwe tii6a it-you dj-mensions and i-t donrf' roi a-d.eyice [r.it Ci."y-Lrair-trin woit, bu't that Literally thousands of gadgets have come upon the market lately VAPORto *" iuppirs"d, to increasE y6r:r gas rnileage. Ibom COw MAGNETS nfZINC SCRIttrNS, but be careful about wasting your noney on.these dunb tfiings - very iew (it anv) rea11y work a]ry better than a good tune-up. from Need nore info on patents? Complete patents are ava-ilable must the U.S. PATENT OffIClt- WASHINCiOfIi-ftC Zb5l at 7Oa each. You issuete1l and anl the date of ir.ei tfr" patenl-nunber, th;-inv6ntors l'-t" tO yOU'............."""ULTRA-LEAN CAIBURETORS

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ALlan Wa-1lace


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natlon! car orncr! arc bclng'takcnfor a rlde'. eccordj.ng To Allen h'el]aca, author and hlgh-mllcegc tp"rt. Thou8h thc erterlor oi the ner cars of thc 80rs arebcconlng norG futuallt1c, baalc carbJr.etor desfgn...tffe-Ecchnlcal kcy to greetcr fucl cffLclcncy...hacntt chargcd apprclabl.y 1n ltorc than half a ccntury.In r soclety yhe.e 8r\ythlng mre th&n 2{ old 1s usually obloJ,etc, 1t 1! rhocklng thrt drlvers arc Hllunt '!onth! up rlth thi! klrd of cnglnccrlng flasco. to trrttiAsHrl'lGToN-Th

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ttlls Jet cngln run! on alnrple kcroslne, e cRrde and rclatlvcly lrexpenslve fuel,. It 1s a ner deslgn cirploylng lnportant teflncmentE. nnd, lt tota,Ily repfaces lts pnedcceslor yhl.ch rres tn productlon for Jult 38 rronthr. t{hy? Bec8,use, through re-cnglnecrl,ng, 1t rar porlib1. !o double thc rrngf of alrcraf t equlppcd r{1th th1! ner cngl.nc...xlth onljr ha.l,f thc }ucl consurnpclon-a four-foI

d lncrca!c ln ovcrall efflclcncy. If thls klrd of lfiFrove$eni secns unrea116tlc for autornobllc!, conElder the HlJtrrcr of the Sbe).l Hlleage llaraihon: a spcc!.ar, thrce-yhGcl.d v.hlclc +-hat deltveced an lncredlble 1,368 otl.es per gal,lon. tbcrcrl rtooru for lmpr"ovcrDnt. Tfre devlce at the forefront of the currcnt race for record-bneaktng rd,lcage ls tle iegendary Pogre Carburetor, Its claln to fame 1s lts mlleagc tcit ccnducled by the Ford l{otor Conpany of Canada 1nyhlch 1.. achGved a remarkable 25.7 m1lec per pLnt-or 205 m11es pcr gallon on aregular Ford sedanl Thatrs a hot enough news lten to bounce off Telstar goday. If aU, this sounds very "2l.st Centuryn, consldcr thet Charles N. poguc, 1ts lnventoc, Has borrl at the turn of thc ccntury...nov 81 years o1d, and.hls o.1gl'ra:patents explred 1n 19531 As a :esul!, a$rone can bu1ld thls rcvolullonary devlce (na-ny pcople have al-ready


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: 1.s :i golng to lake to get aoile nesults? Perhaps, Cne! enough pe.opie reailze lrox exlstlng potentlals are bclng thyarled and are v1U_lng to Joln !o6e!henHlth thc cry,'g1ve ur hlgher gae ralieage or glve uE death!n, sornethl:t favolutlonary w1ll occur.

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28949877 secret of the 200mpg carburetor allan wallace 32pp

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