promo sheet - NuTech 2000

Ray C-oueg Premiers New Vaportzer!
Ray Couey's New
Build Youn Own
High-Mileage
'll$rrpen Ganh"
SupepTuhe
Exhaust In
VAPORIZER
Cutaway Vlew
Fuel
In
Vapor
Out
|)
NEW COVEY MANUAL, SECOND EDITION,
CONTAINS DRAWINGS, SPECS, PARTS LIST
FOR BUILDING THE AMAZINGLY.EFFICIENT
MARK 2 VAPOR
SYSTEM!
@tsls. cnc
By Bob Heiderich
_ This factual report announces, rather quietly, what may be the breakthrough of the century in automotive carburetion.
It follows more than three years of research and experimentation,
invaluable assistance from the fainilv of Charles N. Poque. ind a oersonai
investment of nearly $20,000,.00, by Ray Covey. His ne-w Mark 2 V'aporizer
ls asroilsilngry,..srmprq ln deslgn, ancl easy to build. pv anyone with
mecnanlcal aolllty ano some metat working ancl welding experience.
Depending on engine size and vehicle powZr-to-weight r5tio, 'this new
device can, Covey affirms. increase mileage from 350 to 600 percentl
ls Covey's new vaporizer an updated, vastlv-simplified version of the
legendary Pogue "200 MPG Carburetor?".Ap-pareritJy, it is. If by some
nappenslance you ve spent the last couple ol vears under a car and haven t
heard of Charles N. Pogue and his vapoizef, here's the story in brief.
In 1936 a Poque-equipped Ford V8 coupe reportedlv oot over 200
MPG, according to widedpr'e'ad news accounts bf tesfs condricied bv Ford of
Canada, and others. Shortlv thereafter, the Poque disappeared. Did these
"bTocked" by big oil interests?
tests actually take_ place?
-many . . . was production
Covey, CRC, and
others, believe the news storiei we're valid. Ford
denies any knowledge of such tests.
COVEY DESIGN BASED ON POGUE PRINCIPLES
Like the Pogue, Covey's device vaporizes fuel through heat, prior to
induction into €ngine. There are other similarities. Is perfo-rmance comDarable? Probably, when you realize that Pogue achieved his reported milelqe
with a light cai and smill engine. and with-"clean" qasoline. Mbdern fuels aie
loaded with additives that retard mileage.
Pogue wasn't the only "super carb" inventor to reap publicitv. ln 1977 .
Tom Ogle made headlines when he drove his vapor-powered 1970 Ford
Galaxie with 351 CID engine, 200 miles on less thah twb qallons of qasoline.
Newsmen and TV crews trailed alonq and dulv reooited this ;nileaoe.
Reputable experts, according to publishEd accounfs, eiamined the Ford a-nd
claimed that no hoax existed. Ogle died in 1981 at age 26, of a drug
overdose.
FIGURE 1.
From the turn of the century through the 1930s, articles on vaporizers
fr'om Scientific Am-erican,-May 15, 1918: "A irew vaporizer'by invent6r
Clyde B. White, of Rome, NY, is to be produced soon. . .with device (in) 6
cylinder auto, 63 miles were traveled with a gallon of gasoline; with ; 4
cylinder car, 90 mpg." Covey's new Manual includes manv similar excerpts,
fiom decades-old iublicati6ns. Vapor Dower is about is "n"." ur ih"
internal combustioir engine! Indeeit, Oi. Otto, father of the IC engine,
specified vapor fuel for fis new invention.
In recent years, the media have apparently clamped a lid on the subject.
Why? Possibly because many giant TV-publishing corporations are controlfed bv inteiests opposed to r6ducinq pitroleumiates. There is, however,
r chang6 in the wina.'The June'83 Re-ader's Digest, and Julv'83 National
Geogrlphic, carried brief mention of two Arizoia inventorslnd their new
vapoizer valve. It's supposed to increase mileage up to 20 percent.
lnteresting. t?o. is that while the big auto companies deny that "super
mlleaq€ ls Dosslble, thev tand maior oil comorations) own manv Datents on
vaporlcarb svstems! Fof eventual'use when the fuel'tax-base iiriqht? (Rav
lisG 70. wittrinventor names and 19 corporate assignees, in his-Manual[)
Covey says he's had offers to sell for big bucks, but refused. He wants his
invention used; not shelved in some corporate dust bin!
.,
exnaust Out
Govey Reports: '75 Chrysler Sedan with 4OO CID
Engine, Gets 79.8 MPG in 525 Mile Test!
Here's exciting news just received from Ray Covey, following a
road test of his new Mark 2 Vaporizer: "From El Paso to Tucson,
at altitudes from near sea-level to 6000 ft., we averaged 16.5
MPG with carburetor. On the return trip, same route, we drove
solely on vapor and averaged 79.8 MPG. Cruise Control was
used frequently, and to about the same degree, with both
systems.
"The biggest improvement (over earlier designs) was, absolutely
no power loss when accelerating or climbing grades. Performance was almost identical, with both fuel systems."
Covey was accompanied on the run by Hans Hazplezl, an El
Paso mechanic.
C.N. Pogue's Nephew Installs Covey Device,
Reveals 71 MPG, Big Pontiac, 1600 Mile Trip!
Following appearance of his national ads, Covey was contacted
by Charles N. Pogue's family, and later proviiled with neverpublished data on the Pogue carburetor. This information was,
Ray says, of vital importance in the Mark 2 breakthrough.
Recently, Covey supplied plans to Pogue's qrandnephew, Flovd
Stafford, who installed a Covey vaporizer in his'71 Pontiac (biq
V8). StafJord drove from his Nbrth'Carolina home to Winnirieql
Canada, to visit his famous relative (now in a rest home). the;
notified Covey that overall average on trip was 71 MPG!.Floyd
has since installed another unit in-a big-blcick Chevy van, reports
avqraging over /O MPG.
To gain documentation and public support. and to pave the wav for
eventuil Parts Kit rrroduction. Covev has i#itt"n a "How io" Manual oir his
Mark 2 Vaporizer. A copv can be vours at no cost. More on this later. Before
getting do'wn to Mark' 2 specifics. let's talk briefly about how Covey's
invention came into being.
.,CARB SECRETS'' BOOK SPURRED INGENUITY
DOES A "CONSPIRACY OF SILENCE'' EXIST?
appeared frequently in magazines and scientific journals. Example? Excerpt
J
For vears, inventors have ouietlv developdd and oatented various vaDor
svstemi. None has ever made it to niarket. The carbuietor, with its "efflcidnt"
15 to 1 air/f uel ratio, has chanqed little in 50 gears. Yet it continues to adorn
contemporary, high-tech engiies . . . an anaihronism as out of place, in the
opinion of many. as vacuum tubes in a late model TV!
Legendary
*200
Super
MPO
(brb"...
POGUE
CARBURETOR
(patent drawing)
Unit is bulky, uses
heat, special chambers, to
vaporize gasoli ne. Govey's
device is far less complex, yet
accomplishes the same result!
Milestone "Super Carbs"
That Paued WaA for New
Plark 2 Vaporizer -FIGURE 2. 3arly
Covey unit used hot
coolant
in coil,
ex-
haust oases in base,
to vapdrize fuel. Gasoline was sprayed-up
between coils.
FIGURE 3. "lnterim"
vaporizer utilized a
separate and larger,
exhaust heat exchanger. Screen-
filled tubes were discontinued.
Recentlu. interest in vapor-carbs soareo, due larqelv to a best'sellinq
book. "seciets of the 200 MPG Carburetor." bv Alan-Willace. For the firsi
time, detailed info on the Pogue and other pitented vapor systems, was
readily available. Soon, amateur and pro mechanics evergwhere, were
workiig on their own systems. Before long, Wallace received-many reports
of extremely-high mileage with built-athomevaporizers.. Apparently, America's do-it-vourselfers were turning the key when auto-firm engineers could
not (or weie told not to?) open thle door!'
The most outstanding design to surface from readers of Wallace's book,
was that of Ray Covey, ai El Piso architect-draftsman, and former Air Force
mechanic.
BASIC DESIGN OF COVEY'S FIRST VAPORIZER
Covev's first marketable desiqn (Fiqure 2) was introduced in Manual
form. in izarlu 1982. A compact. &tinar-icat heat exchanqer enclosed a coil
throuqh which hot coolant'(or eriqine oil) circulated. Iito a small sealed
chamber at bottom, was diverted Fot exhaust gas. Gasoline, sprayed into
device, vaporized and was drawn upward by engine vacuum through ba{fle
Dlates. filters and coil. and out exchanqer top. Vapor was then sucked
ihrough a secondary throttle. and into eiistingcarburetor.
Hot, non-vapoized fuel was pumped from bottom of exchanger to a
transmission cooler, then return'ed tb gas tank {or re-use. Thiidesign
produced high, though often erratic, mileage. Also, power loss under load,
bspecially wiih high aaditive-content f uel, wIs sometimes significant. Lack of
precise exhaust heat control was, Covey believed, the problem. Also, at this
point, he wasn't sure of the correct temperature {or optimum vaporization.
Following a number of marginally'effective.modif ications, Covey came-up
with a new-design employing a separate and larger, exhaust heat exchan-ger.
(Fioure 3.) The first heai eichanqer, with its copper coil, was retained for
orefiminarv vapor-makinq, as w-as the return iuel svstem. Exhaust was
iucted into the new. secJnd exchanqer. where exhadst volume and flow,
and temperafur€. were regula.ted by 5 pre-set globe gate valve. Inside this
second exchanger was a number of steel tubes. each containing a spiral ot
iine-mesh screen. Still-moist vapor was sucked throuqh these exhaustheated tubes; the screens trapfed residual fuel dropi-ets and promptly
turned them to vapor. Only hot, dry gas exited, and was drawn into
carour.-'or.
'l'his "iulcnm" .lesiqn was a step forward. Mileage was as good or
bettei than with earlier designs, and finarly consistant. However, power loss
rras still a problem. Believing that insufficient heat was the cause, Covey
redesigned his second exchanger. The screen-filled tubes were replaced
wilh a tubular steel spiral thal presented more heating surface-within
exchanger- A simple, manually-controlled valve replaced the globe gate
valve; it"enabled the driver to'tfine-tune" temperature from inside vehicle.
This design, the Mark 1, was more efficient and easily controlled. Yet
power loss uider load, persisted. Understandably. Covey was disappointed.
He felt he was on the wrong track: that his basic system was too complicated:
that there had to be a simple solution. There was. And he found it, in
reviewinq his three-vear collection of test notes. . .his taped conversations
with Joh'n Pogue. eharles N.'s cousin. on never'published Pogue carb
details.
"suddenlv.' Rav savs. 'evervthinq fell into place. A new desiqn that
retained only the b6st fi:atures oi the-Mark 1. fldshed into my mind!"
Covev went to work. He riqhtf ullv fiqured that the second exchanger. or
SuoerTu-be as he called it. would provide all the heat needed. He iested
uatiou. propane-conversion components that had been considered earlier,
but never tested. Ray discovered ihat many of ihese parts, with minor or no
modification, worked as if made for hot vapor. Finally, he tried something
that Poque used, that wasn't qenerally known; a small amount of pressure,
carefull"y-controlled. was added
oroblem. once and for all!
to iystem. That ended the power
loss
The result was the Mark 2. It eliminates the first heat exchanger,
secondary throttle, and complex return fuel system. When correctly adjusted. it vaporizes 100% of fuel and additives!
WHAT IT IS AND HOW IT WORKS . .
.
Covey's SuperTube, heart of the Mark 2 system, is a length of pipe 12 to
18 inchei long, 3 inches in ciiameter, with closBd ends. (Size depends on
enaine CID.) Inside tube is a closely-wound spiral of steel gas-line tubing.
through which fuel passes and
is
vaporized. Exhaust gases enter SuperTube
through two openings on one side, and exit through a single outlet on
opposrte sloe.
ln exhaust outlet is a simple valve, controlled from dash, that regulates
the volume and flow-rate of exhaust through SuperTube. This, in turn,
governs operating temper*ure. A dash-mounted temperature gauge, wired
Io sensor-probe in SuperTube, indicates when valve must be opened or
closed.
Vanor flows from SuoerTube soiral into a small surqe or holdinq tank
(about size of oil filter) 'which asslres sufficient fuel fo-r sudden "h-eavy"
demand. Anv non-vaoorized additivies collect at bottom of tank and are
drained-off p-eriodically. From surge tank, vapor enters a propane metering
requlator th'at suppliei vapor acc5rding to engine demand.'Vapor is thei
driwn into presenicarburetor through a"stock p'ropane adaptor, or an easilymade inductor ring. Or, you can use a stock propane carb that fits over
regular carb and has its own air cleaner.
How to deiermine correct heat range for a given gasoline blend. . how
low pressure is introduced into system. and easily and safely controlled for
all drivino conditions. are fullv explained in Manual.
MAKE YOUR OWN OR HAVE IT BUILT
The only custom parts are the SuperTube Assembly, surge tank, and
optional va-por induciion ring. If you'have som.e metai worl-ing/welding
know how. ihe job is easy. The steel tube "spiral" is formed by winding the
tubinq around a piece of pipe. The surqe tank is a stock container or short
lengr6 of plpe. sllghtly modifled. The vipor ring is a simple tubular "donui'
witt holea in bottom. Likelv. vou can have ihese items made at a sheet metal
shop, for $75.00 or so. (Pri6es vary, so shop around.)
RAY COVEY AND CHRYSLER used
in most vaporizer tests
Make vour own custom compon€nts. use salvaged gas line. cable. etc.,
and your 6ig expense is the propine metering regulJtor '-- about $60.00. To
reallv save moneu. vou can replace this automatic meterinq requlator with an
inex6ensive (lowas $15.00)'stock valve that's hand-adpsted from inside
vehille. Normally. it requires only three settings. for: (1) city (2) highway (3)
climbing and fast acceleration. Use this option and your vaporizer, complete,
may cost no more than a few tankfuls of gasoline!
TTIANUAL PROVIDES BASICS, NOT ALL SPECIFICS
Understand that Covev's new Manual isn't a "blueDrint" for buildinq and
installing his vapor systdm, as-is. in any type vehicle. It fully exfrlains
construction and sizinq of custom comDonents, and oDeratina princioles.
Manual also includes c-omponents lavoit, wirinq diaqram. qenEril ins6llaUon procedures, and list (ind sources) of stock-partf needZd.
However, because of the manv variables --.enqin€ size and fuoe.
available mounting space, make of vi:hicle, etc. .- if
s
irn'possible to cov<iiali
installation contingencies, or the basics of metal working, welding, or
automotive wiring. If you have the indicated skills, vou'll find th€ iob
relatively simple. Short on knowhow? Have a knowlCdgeable friend, or
shop, lend an assist.
In view of the foregoing. Covey's Manual is sold on the basis of how he did it.
ratherthan as specific instructions {or your project. lt's up to you to adapt
procedures described to your vehicle-installation requirements. We don't
want to dampen your enthqsiasm, but we don't want any misunderstandings, either. Fair enough?
IS THE COVEY VAPORIZER "FOR REAL?''
I asked myself this question about a vear aqo, when I was invited to
market Covey's first Manual. As a reputable -technical writer and car
collector, I didn't want to get involved with some hiqh-mileaqe "scam." So. I
flew to El Paso. After thoroughly inspecting Covey's'75 Ch-rvsler, checkinq
gas and vapor lines, and.sniffing eihaustlit sm6lled like piopane), I wai
conuncecl the car clicl in tact, run on vapor.
We drove about 30 fueeway miles and the enqine ran beautifullv on its
vapor diet. Performance at all speeds up to 60 MPG was flawless, ihouqh
acceleration was a shade less, RLy said, than normal. It was hard to belie"ve
we were running on an air/f uel ratio of better than 50 to 1, with no oollutants
spewing-out the tailpipe! Other witnesses who examined the cai carefullv
before_climbing-in for road testing, were Butch Freeman, Business Editor for
the El PasoTimes; and Gary Wainer, a newscaster from KVIA TV, El paso.
Both men did favorable stories on Covey's Vapoizer.
As that now-obsolete vaporizer got its air supply from a line extending
into fuel tank (not. used in the Mark 2), the tank cbuldnl be topped for the
usual short-run mileage check. Covev stated that MPG varied, debendinq on
fuel, and that gasoline with lots of ailditives produced the poordst milelqe.
Generally, Covey said, he averaged 8 to 10 MPG in towri; 13 to 15 MPG
highway, with regular carb. With vaponzer, the numbers were 38 MPG,
town; 67 MPG, highv/ay. During thai first meeting, Covey also claimed:
got 144 MPG highway, ata steady45 MPH. The Chrvsler
was loaded with four adults. Tank was filled with a mix of clean wellhead (no
additives).gasoJne,lVz gal. of high-proof methylalcohol, and 5 oz. of "Mii-luo aoolnve. rower was weak1. Recently, he
2. Don Barnes of Brownwood, Texas, built and installed a Covev unit in
Truck (6 cylinder engine) and reported an average $0 MPG.
his % ton Dodge
3. Tony Lightbourn, owner of an El Paso auto service shop,
installed a
-enqine).
Covey vaporizer in his Winnebaqo motor home (318 Dodqe
and
averaged 28 to 32 MPG highwtv, with 5 to 8 people abdard. I sa* the
Winnebago and met Tony. He affirmed the numbers.)
This was the mileage story on that early vaporizer. Was Covev..blowinq
smoke?" I didn't thin[ so then. and I surefy
many successful experimenters! The Mark 2 unit is brand new. S"eue.ui
organizations and many individuals are. at this writing, installing the new
vaponzer. tsut. we don't yet have much input. Report-s from a lew .,earlv
birds," Ray says,_indicate the Mark 2 consistarrtly prbduces high as 70 MpG,
and more, with large engines.
d5"'i,"*"--itt"in"lri"iiii.ri
H lG
H-M
I
L
EAG E Wl
NN
EBAGO. Owner Tonv Liq htbor.lrl€. I rrfr
r.
was one of first to install a Covey Vapor-izerl Ray sayb Fe'i
currently "exploring possibilities" with a leading motorhome
maKer.
Ray is currently working with a Connecticut machinist-inventor, Steve
Witter, to develqp in autom-atic temperature controlfor SuperTube. Results
are promising. If and wtren this devite is perfected, Covey 6opes to get EPA
approval and market Parts Kits. However, Rav's concerned. . .how much
cooperatlon can be expected from a government agency whose "approval"
couid bring a drastic reduction in ga;line-tax dollSrs? Realistically.'even it
all goes.well. Parts Kits are months away. Build your own Mark 2 system. or
have it built, and you can run on vapor in 30 ilays or lessl
WANT COMPLETE STATE.OF.THE.ART IN FO?
If you're serious about building a vaporizer and want to know a qreat deal
about vapor power. send for one or both of the following books --
'SECRETS OF THE 200 MPG CARBURETOR," bv Alan Wallace. This is
the full-size best seller (not the mini-book offered by-a N.Y. Distributor) that
inspired Covey and many others, to develop workiriq vaporizers. It inciudes
patent drawings and "fLow they work" details. on thd Pogue and other
milestone super-carbs . . . case histories of amateur vaporizer builders. and
their names and addresses lt's available at huge disc6unt!
"200 MPG CARBURETORS," FACT OR FRAUD? This sequel to Wallace's
first book focuses on the super-mileage controversy. It'j .ru--"d *ith
drawings and analyses of new carb designs, and hai plentv to sav about
suppressjon . . . attempts to keep high mlleage devices (andWallaie's first
book) ott. the market. A real eye-opener, as up-to-date as tomorrow's
headlines! It's also bargain priced.
HOW TO GET YOUR COVEY MANUAL FREE
Still skeptical about vapor power? Go ahead and think twice before vou
order your Covey Manual. Then, magbe vou ouqht to think about tKree
times, before you decide not to -- and include vouiself OUT of a once-in-a.
lifetime automotive adventure! Remember, EPM's 3-Way Guarantee protects you completely!
1. When you purchase anythinq from EPM, vou're trvinq .. not buvino.
When shipment arrives, examine evervthinq cirefullv. if rlou're not-10"0
percent pleased . . . if you don't believ6 vou-can build and-install a Covev
Vaporizer, with or without "outside" helb, return what vou don't want (o'r
entire shipment) within 30 days for prbmpt, courteous refund with no
questions asked.
2. Proceed with your proiect, and vour Covev Manual can cost vou
nothing. That's right! Send us a photo of your v apoizer, installed (preferiblv
witf yo. y in picture). Write us a letter stating milebge figures with regular carb
ano wtn vaponzer. Uive us permission to use photo, statement, and vour
name and address, for docunientation purposes. Do this, and we'[l sendvou
a refund for price of Manual. along with oirr thanks. This offer holds foi90
days trom time you receive Manual, but mav be withdrawn soon. To avoid
possible disappointment, return Road Test Application by date indicated.
, 3. lf you're not pleased with performance of vour vaporizer, send photo
of unit installed, and we'll refund Manual price. There's-no time limtt, here.
Send_me your order today. You have nothing to lose but a few coins in
pgstage Y.ou know what you sta.nd to gain. Be the first in your area to install
a lvlark z Vaporizer ... . to have the.opportunity to enjoy the kind of mileage
orners only clream about. Let me hear trom you now!
e7Lr#t[rrJARCHITECT-DRAFTSMAN Covev makes his living designing
buildings, is a respected membbr of El Paso business com-
munity. All profits from first Manual went back into further
research and experimentation.
prca,doht,
c'c
P.S. Ray wants you to know that safety was his first consideration in
designing the Mark 2. and that the system incorporates manv safequards.
Covey says that in more than three years experimenting. he'! nevel haci a
vaDor-causeo accroenl.
Atfst?Efis To sotvlD
or
YouR QUESTTONS . . .
lsn't high temperature needed to vaporaze additives?
Not with Mark 5 system. Because of f uel pre-carbur6tion, additive residue is
no more a problem than with conventionalcarb.Vaportemperature iscriticalbut
surprisingly low. With early model vaporizers, Covey needed high as 50O"
burn-away additives. Not with this "breakthrough" design!
F.
Inuentor, fupertmenters Report -NEW LOW TEMP VAPORIZER INCREASES
MPG UPTO 1OO PERCENT, BIG ENGINES!
to
Will vapor cause premature valve burning?
Newer (f rom 1974 on) vehicles have superhard valves. There's no problem.
With extremely hot vapor, valve life in older engines may be slightly shortened.
In Covey's opinion, that's unlikely with the low temp Mark 5. There's no carbon
build-up or acid contamination, so overall engine life is extended. When you're
due fora valve job, you might install the hard stellite type. (You may have to anyway, with the low-lead f uel EPA plans to mandate.)
Naylor
Vapor-Phase
Carburetor
ls there a long warm-up period betore driving on vapor?
No. Exhaust gases bring vaporizer to operational heat, rapidly (much faster
than would radiator heat). You start on regular carb and switch-over, minutes
later. When engine is still warm, after leaving vehicle, you can restart on
vapor, immediately.
Can I use water injection with the Mark 5 system?
Water no, steam yes. Water kills vapor. Steam is compatible and enhances
performance and mileage. Covey explains this, tells where you can get an inexpensive steam kit that works beautifully with the Mark 5.
ls the Mark 5 system compatible with fuel-injected engines?
No. lt was designed solely for engines with conventional carburetion.
Can I use diesel f uel, kerosene, or alcohol, in the Mark 5?
Covey has tried Gasohol and various gas/alcohol blends, with excellent
results- He has not experimented with "straight" or 60 to 80 proof alcohol, or
with diesel or kerosene. Covey believes kerosene might work He doesn't recommend trying diesel as high wax content would probably clog vaporizer.
ls underhood temperature sky high?
No. With Mark 5, because of low operating temp and insulation around vaporizer "box" and vapor hose, underhood heat is about the same, or only slightly
higher than, normal.
ls leaded or unleaded fuel besf?
Mark 5 works almost equally well with either-type f uel. Leaded gas, Covey
claims, produces slightly-higher mileage.
lf vapor system malfunctions, can I use regular carb?
Yes. The two systems share existing fuel pump but have separate carbs, and
gas lines from two-way fuel diverter valve. Systems are independent; you can
drive your vehicle while working on vapor system, when installation is incomolete.
What happened to Mark 3 and Mark 4 designs?
The Mark3 was a prototype Mark 5 unit. So many improvements were added
thal the Mark 5 warranted a separate patent. The Mark 4 is an improved Mark 2
system with modif ied, propane-type carb. Mileage may be slightly better than
with Mark 5, bul component cost will be higher. At this writing, design hasn't
been finalized.
components, no moving parts (except choke flapper), and ooerates on 180 to 1 90 F. radiator coolant or hot engine oil. Invehtor
r_eports an increase of f rom under 14, to over 3O-MpG for his '66
Olds Toronado. Toney Bond, Wyoming, claims 21 to 25 MpG
average, for his older.Jeep Wagoneer with 3SO engine. Others
reveat a comparaote increase!
The Naylor device consists of two used Toyota (or comoarable)
heater cores, positioned vertically within asealed, shebt metai
housing. lt's shaped like a smallTV tube. Between the two cores
(heat exchangers) is a rectangularframe, about 1" thicK covered
front and back with metal mesh. Between mesh scrbens are
pactgd copper-knit cleaning pads. Top of f rame is a narrow,,qas
tank" with inlet at side, and a serie6 of small outlet holes- at
bottom. Gasoline, pumped into tanK trickles down and satuialeC
copper pads.
Incoming air, sucked into large open end of housing by enoine
vacuum, is prehea-ted by passing through first exchaigei Ho-tair
tnen enters.pacls lormihg a.molsl vapor. Vapor is drawn through
second exchanger where heat incrbases volume, removes r-esidual moisture. As the dry vapor exits small end of housino.
warm outside airf rom manifold heat collector, isdrawn byventuii
suction down a short vertical chimney, and'into vaoor strean..
Volume is further increased, as is combustability. Ririvaoor iiilo
is regulated bya flapqer in chimney, connectdd by cdOie to i
clash-mounted knob. The vapor/air mix is drawn-into top of
existing carb through a simple mask
Excess gasoline collects in container under copper pads, and is
pumped. or gravity-fed into main tank for reiu'se. The Navloi
system is solely vacuum-operated; it permits instant chanqeover to re.g.ular c.arb power. Size, large engines, is about i2"
square, wtoe end; smail engines,-considerably less. lt may be
necessary to relocate battery etc.
Naylor's manual is well-done, easily understood, and includes
detailed drawings, complete how-to instructions, parts list, and a
formula (based on engine size) for determining size of custom
c€mponentgj lt's offered on CRC's usual 4-Way Money Back
Guarantee. Wondering which system you should ihstalP Why not
send for both Covey and Naylor Manuals, look them over, ihen
return the one you don't need for pro-rata refund? (See Application Form for low combination price).
What CRC Road Testers Say About
Their Vapor Garb Installations -(Excerpts f rom letters on file re earlier Covey designs Addresses withheld to pre
tect members' privacy. Available on request to CRC Road Test Team Members.)
"Have been driving back and forth to town, a 15 mile trip one way, and travelled 250 miles
on 7 gallons of gas (36 MPG). Pretty good for a heavy truck and shorttrips. Verywell satisfied." Harrison E. Lane, OR
"lnstalled Covey Carb on my 1969 Chevelle with a 3O7 V8. My mileage
went trom 16, to 50 to 60 MPG." Te.ry Schulke, OR
"l am a retlred machinest-mechanlc I completed the Maft 2 and mA 6 cAllnder Cheu
pickup uent from around 72 mpg to around 62 mpg... found tf you wlnd coil ttght ftD
slightlA flatten loops) lt uapoflzes quicker wlth less heaL" James lIunter, PA
"l put Naylor Carb on my 1969 Ford Half-Ton and got 30-35
This remarkably simple, easy to make vaporizer has low-cost
MPG." C.L.
Covington, NC
"Preliminary results have shown almost 100% mileage increase, from 21 to 40 mpg in my
'67 Chev 3/+Tonwith 327 engine. System cost me $261.C0 to build. Most of cost were for
valves and (outside) labor." Garth Taylor, Alb., Canada
"Have not had time to (work out problems). My Chev 35O Suburban got
between 30 and 50 mpg at 50 miles per hour. This is encouraging." Bob
Chilcott, lD
Most of the above excerpts were rushed-in to qualify for90 Day Free Manual
Option, before any "bugs" and final adjustments were worked-out. We expect
much higher first-test results with the easier-tuned Mark 5. We need Mark 5
field documentation. That's why we'll provide Manual at no charge, when you
lurnish test data reouested. Offer is understandablv limited.
NEW MANUAL COI/ERS ALL TIIIS AIID IUIORE ..
Working principles, construction procedures, parts list and sources, for th(
astonishing new Mark5VaporSystem... plusa detailed recap of itsforerunners
the Mark I and Mark 2 Vaporizers. Also includes plans for new alcohol-fue
vaporizer. lnventor claims 70 MPG with'75 Ford Pinto; 106 MPG with AM(
Gremlin. Clear, professionally-rendered drawings, keyed to text, and step-by
step instructions, make everything easy to understand.
Manual lists many vapor-carb patents and corporate assignees, over S(
magazines that published related articles in past. (Look'em up i- library, forfas
cinating readingl) Covey also presents new information on the Poque carb, f ron
family memberswho contacted him when thef irst nationalCoveyadsappeareo
This new, Third Edition Mark 5 Manual is big (over 30,000 worils), typie!-set fo
le-gibility, and contains farmore information than did earlierCovey MCnuals. lt'r
offered at the same price. BecarFe of increased production costs-, we may havt
to raise price soon. Order now, for assured introductory savingsl
SOME STRNOIIT TALKABOUT MILEAGE . . .
The building and installation of
Covey or Naylorvapor system must, by lara
thisand the followinq variables: tvp€
size, and weight of vehicle/engine; degree of Manual compreh6nsion and qtjal
ity of workmanship, over which we have no control; neither Ray Covey, Lorer
Naylor, CRC or jts distributors, make any claims or guarantees iegardi-rig mile
age. lf you're disappointed with Manual(s), the CRC Guarantee assures you
protection.
a
be considered "experimental." Because of
In
Join the CRC Road TestTeam . . . Share
This I mportant Automotiue Breakthrough!
Ganh
teseareh Genter