200 mpg carburetors - Apparently Apparel

PG
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: 1, : 1,
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ffiy &t^$1er*vVe$.=g_/&{}ffi
f her eby dedicate this book
to those of you who ar e the
d r eamer s of this countr y You are the. people who make
E ne gr eatest technlcal ad_
vances possible when you do
sonething about your d.reans
All-an lfila1lace
:
Publlshedby
PREI4IERPUBLISHERS
Fort lrlorth, Texas
.
II
I
II
p"s" 1
1 972. - . R a 1 p h Mo o d y Jr o f o a k H i l - l Flor ida gets
1,.
Bls miles per galton fr om
lhis modj-fi-ed Ford capri whi-ch has been equippEo
- a- - - f,r - - wiiir a turbocharged" 4-cy1
d i e s e l e n g i n e o .....
lPerkin s
I - ] 97q - T h e F l e x Ga s V a p o ri ze r (r" aclver tised in national- maga.zines) and
ls e l1s f or a r e a s o n ? b l " p ri ce , cl a i ms fo oouur ; g;; *ir ""g"
fr om m ost any
e t s t o 1l O Mp G'o n ,o *" ......
_
lc a r and g
.r.r..
|
,
|
1 9 7 7 -- A - s t a n d a rd v1 ''/R a b b i t d i e sel- with tur bochar ger is tested and g ets
to
5 5 m i l e s p e r g a l 1 o n ......
lu p
1 977
T o m o g l e o f E l P a so T e xa s claims- to ggt loO m ir es per gallon
|
l
b
1 9 ? o F o rd Ga l a xi e w i th v- B engine."Running or r " r ound- tiip"tl"t on
lh is 4 6 0 0
lfrom El Paso Texas to Demrninglrlewuexico ind 6ack used only two gallons of
Fts. His v a p o r S"1 fvste m e l i mi n a tes the standar d car bur etor , only has a
g a ] l o n t a n k a n d e mi ts n o ca rb on dioxide o" ,r "ur "ned
hydr ocar bons. r ..
[thr ee
t 9 7 6 - A m o d i f l e d F o rd P i n to e q ui- pped with a. tur bochar ged
I
Ni- ssan dies el
en gin e is t e s t e d a n d g e ts to B o mi 'i ul' - per gauon.:- :;;.
19 7 4 - a n a r t i c l e
fro m Me ch a n i x fll- ustr ated about nHum idifi.er Type Fuel
svste m s 't t e r l s o - f - ma n .b y th e n a me- "i i"p;"- *r r J""iL*"
to get fr om 60 to
" w i th - h i s syste m . ;.: , .
1OO r n il-e s p e r g a l l on
19 73 - T h e a n n u a l sh e l l o i 1 co mpany_er nployeescontest tur ns out a wor l d
recc:'d for high mi-leage at \,rloodRiirer"iitil;I-;.-a"rrisitly
modified opel of
1959 rrin t a g e 6 e t s th e " re co " o *i t-r.-ti 6.i6
r nir es per galr on......
1958 - Ford Motor. company begins experiments with
an engine that has a
fli f fer e n t k i n d o f co mb u sti o h ch L rn b er . i fuel ,i"i"ci"O
ver sion of 4fO ci-d
[s tested and runs y-ely we1] on an lirTyuel_ mix[u""- ot Z6zl
Ford. is now
px oer i* ert i n g
w i t h th i ;
f;; iG;iil"
pr oducti_on by 1985......
""ei""
1a.te )ors and early
6ots - The Kendig and Fj-sh rr""1*;i"'"""trr"t
L
Tl"
carpuretors have some very inter_esting
miteage"tigu"""r..trr"
et-str
gets
ln to p ro d u c t i - o n o n-a -ve ry sma l l scl l e - u[t r oi
",i""both of
unknown,
ph ese c a rb u r e t o r s fa d e a w a y o ve r th e next r ew"""ions
veai;l;....
rr
./v4paaoaaa
|
^_19
3
3
t
$
t
1
9
3
6
ch
a
rl
e
s
l
d
e
l
so
n
.Pogue
is issued. sever al patents on h i s
L
faporizer type carburetors and claim5"of 2O-0*ii;;
per-galfon crop up aLl
lug" the world. ]le never se!s- proouclrJn ;ii U;-Ir5i"o"""o-iii"ILuuretor
[ades awav, but Mr PogueIno rrii ;;ililtor
trave ;;;; a regend ever since.
Ivlor-ethan 50 years a8o -, George Arl:lngton Moore
was issued more patents
In f uet - e f f i c i e n c y
syste ms th a n i n y r nan in hidi;r ;
iJ- o*t".;.- .:- :- -
Ar e all t h e s e s to ri e s trn e ? Y o u bet tlr gv ar e, and these
ar e just a few
rf t he Ta l y t h o u s a nd s th a t vre h a ve n rt mentioned.
I
sometimes
wond.er abo ut
iur soci'ety when r finci that information
or t.hii r.itrJ"""t
be
dug up by any
ne who vrants to tal<e the ty:,
but
puuri;-;";;;
trie
seems
get inforrned
to
, en
n any k it r d o f m a ss sca l e . B u t'th
r gulss when.yo" ir r ir r tn auoilt iin when
verY ore is informed tirey all want on6 and
these_-""r, panic
he oil ind'ustry. rf one 6f these g9il
"to"iiru*rite
mi-leage systems rirere to ever
ltt*n
ake it to market on a mass scale it-cou1d"r"i"-o"i-"forro*y
by literally
ut ti ng ml l l i o n s . o f
p -e o p l e o u t o r w or r ..- .o"g- Ji"uii- pJlpr e
wno
wor k in th i s
ountr y de p e n d d i r e ctl y-o n
th e a u to moCive inausir y i;; their paychecks, &
ho kn o ws h o w m a n ; d e p e n d o n th e o i l _ industr y.
ff"t[;- ?l]- ;;d;i;;
coul_a
nl y se] 1 h a l f a s - m u ch g a so l i n e n e xt *"nir ,
tast
nonth
they
Duld certai-nIv have to-fire
"i- tr tgv- "Jlo
one hetl ot a tg1
to keep from pay
ng out that trugg payroll for- which they woul-d,;i. piJir"
not'rraie
-"tto*oull;;-"iiI
the
money. you eee
ur whole economic- system is uuirt--on
gasolj-n€r. o
I
I
t
,e
I
I
le
page 2
Because our economy ls based on the automobile and the gasoli-ne J-t
al-l these inventors who come up with a better idea, are never allowed
get thelr i.nventlon onto the market. Of course you-w:tl-l- never get any
to a d m i . t th a t i n ve n ti o n s can be suppr essed", but- never the less- - they
uses
to
one
do.
T have put thj-s i-nformation together from the research f have done in
my own venture to build a super high mj-leage system. Because i-t would take
a s e t o f vo l u me s th e si ze of an encyclopedi- a to gi- ve you all m y r es ear c h
n g t e s e T r ve j -n cl u d e d o n l y the m ost i- nter esting and feasible sys tem s j - nto
this book. I feel the public has a right to know and be given the knowl e d g e t o pro d u ce th e i r o w n system if they so desir e and to r un i t on thei r
own automobiles. If enough people are runnlng around in lOO l4PGcaJ's, the
economy w:ill have to change and industry wil,t have no choj-ce but to go
a l o n g w i - th th e ch a n g € ...
f t s e e ms th a t e ve r si n ce the advent of the autom obile, the p ubl i c has
b e e n b u f f a l o e d i n to b e l i e vi ng that the car bur etor
instailed
on our c ar s
i s t h e m ost e ffi ci e n t
th a t can be pr oduced. And that an A:- r /Fuel r ati o of
1521 is the ultimate mixture for. gasoli-ne to burn. But thi-s i-s not true
g a s o l i n e wi l l b u rn a t mi xtu res of up to 2OO:1 and the 15:1 r atio i s the
b i g g e s t o u tri g h t l i e w e l ve ever hear d. The car bur etor , as lir sta l l ed
on the
automobile formore than lO years now, is nothj-ng mor6 than an automatic
j - t does not vapor ize the fuel at all, w hi c h m us t
f u e l f l o w co n tro l va l ve
b e d o n e b e fo re th e fu e l w i l l bur n. 15t1 1s about the cor r ect m i x tur e w hen
y o u i n t e n d to b u rn o n l y 1 a % of the fuel as is done by som e aut om obi l - es .
l:+q"+9_ fuel will not burn, it must be j.n a gaseous state (vapor:ized.) before
i.t wi-ll burn - and the carburetor does not do thls.
T h e c a rb u re ti o n syste m begins at the point of air entr y into the s y s ter ,r
a n d e n d s at th e p o l n t o f i g nltion, ther efor ethe intal< e m anifol d ar r d the
h e a d s a r e p a rt o f th e ca rb ur etion system as ar e the combusti- on c ham ber s .
T h e h e a t w i th i n th e se p a rts of the"system is what tends to vap or i z e fuel
s o t h a t l t ca n b u rn . T h e car bur etor only tur ns the fuel lnto a: fi ne m i s ty
p p { a y a n d me te rs j -t to 'C o tncide with the air flo' w. .fn the aver a ge c ar of
t o d a y - o nl y a b o u t 2 0 % o f the fuel ever gets vapor j- zed for the bur ni ng
p r q c e s s , th e b a l a n ce i s w h at ends up as car bon build- up inslde the engi ne
a n d w h a t i s ca l -l e d u n b u rn e d hydr ocar bons being cotlected by the c atal y ti c
c o n v e r t e r o r co ml n g o u t th e tailplpe.
You can di-sprove the 1521 air,/zuel- ratio with your own car and a littlc,
of your time. nil1 your tank and then take your car out on the highway,
drive at )) ml1es per hour for one hour - turn around and return to the
sane station you filled
up at and reflll
your tank. ltrote the mileage on
your odometer at the beginning of the test and at the end,. Now go iiome anc.:.
g e t o u t y o u r ca l cu l a to r.
Y oufr e golng to figur e the air r /2el
r ' ati o for the
e n g i n e u n d e r i d e a l co n d i tj -o ns at a steady speed. You dr ove 1 1O m i l es now
figure youl mileage by di-viding the number of gallons to refil]
your tank
i . n t o t h e 11 0 mi l e s. N o w sa y for example if you- got 18 mil_es per gal }on,
y o u u s e d 6 .1 g a l l o n s o f g a s - at six lbs pei gallon that i, 36 .6- 1bs . W ow
y o g - w i - l l h a ve to fi g u re th e amount of air you usedl an.d at jj.1 l bs per
cubic foot. Tf youq engine is a 3OO cubic inch V-B and turns 22fl rprr- at
a tachom eter ) it w i l l d" r aw
f5 r a i l e s _ pe r h o u r (ti n d th i s out by installing
i n 1 1 r 7 1 9 .7 2 _ cu b i c fe e t o f air per hour - two lour s wil] be 23t4 3?.j c ubi c
Ig "! _ o I 1 J8 9 .1 l b s. N o w d i v ide the alr by the fuel- ( 1r 789.t in s ai r and
J 6 . 6 t U s fu e l ) a n d yo u g e t a F\.r e1/Air r atio of almost 4921.....
THE formula
for
fuel
ratio
to air
is
always figured
i-n weight , so the
pa8e 5
comect fornula is as follows: Gasoline at 5lbs
per gallon / air at 13.1
of engine dlvided by two
}uq per cubic foot. --- Cubic inch displacenent
draws alr onlV on every other stroke) nultiplied
by engine rpm
lflsloq
c.inided by 17Zg (1728 cubic inches per cubic foot) nultiplied
6v 6O (tfre
ru:mber of minutes_ per hour) equals cubj-c feet of air / gasoLine- gal.lons
ru}tiplied
by 5 tUs equals weight of gasolane / cubic'f5et
of aii multipLied.by 13.1 equals wei-ght of air -- divide weight of air by weight of
gasoline conguned for sane peri-od of tlne equals-Airr/nrel
ralj-o.
plain to see that i.f you get a 49:1 .&1r F\rel ratio at a steady
I!t"
spggd 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 get18
ngw
could
and
tncrease
yPe
effi.cl-ency
your-rnileale
to
80%
would-be
1ng.
b e t t e r t h a n 7O n i l e s p e r g a Il o n ..r
The carburetor
as we know it is about the same as it was n years ago
and the modern carburetor is even less efflcient
than those of 30 years
ago when gasoline was cheap. The fuel injection
systens of today are not
nuch 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 J
gallons or so url11 be used by your engine. fhe balance will build up in
thg engine as carbon and w:i1l be coll-ected ae unburned hydrocarbons by the
catalytic
converter or come out your tail
pipe as pollutlon...
I once drove a 1956 pontiac with V-B and autonatj-c transmission that
got about 13 mpg on the highway. f was a hot rodder ln those days and I
wanted as rrruch pourer as I could possibly - get so f set out to get the car
to go a little
laster.
f had just come 6ut of the Air ForcJwhere f was
an engine mechani-c so J used one trick
that airplanes use to get more power for take offs.
f leaned the carburetor
out as much t*s posslble and put
in water injection
to help keep it cooI. The leaning process di-d gi-ve ne
more powerr but due tc the 1iquid fuel r,v:lthln the conbustlon chamber the
heat build up wa6 intolerable
until
the water: injection
was i-nstalled.
At
the same time f was increasing
ponrer urtth thj-s methoO - I found out that
f was also increaslng efflciency
and ended up getting better than 2l mpg
o n t h e h i g h w ay...
Ever since then f have been lltgrested
in high mileage systems and an at
present working on a simple modification
that 6ould befter- than doubl-e the
nileage on any car that uses g.asoline and a stanaara carburetor.
As a
resul-t of ray research f have put together the foLlowlng lnfornaiiott
for
you to use as_you see fit in your ovn srdearzorto obtali uettertmileage
in
yor{ automobile. However the printed materiaL here has been copyrigtrEea
and may not be reproduced for resale. Dealershlps for this UooL-ar6 available though; conte.ct the deaLer where you bought thi;
morr i;"--*or;
i"toor contact me directly
if he cannot help you.
hope the information
given here will be of'some help to you &
?
, I _tltlv
r- hope
to see many autonobilee running around getting 50 mpg or bett6r in
t he. n e x t _ f e w ye a r6 . Ma yb e w e can.get our econoily to Etir t' cta"Si"g
for the
bet t e r i f w e d o so n e th i n g a b o u t iI......
!....
pa8e 4
Patent #
3 r 6 f r , 6 98
Decenber 28r 197t
JOSEPHH BAIDWIN
Inventor:
BurEn p.y {ntve
--ii,rru*e
Gannor)
___*
.Sgereo
Ftoer
a
A'*
FEranYArn
lller
AA'D
Vncunrr
Cfler$se
t
*- Vellru c t
+
ENAINE
Ft6. I
Sroe ,'lrc,tl
,,
\g
./;.
,'';^.----,-l/
Fl6. 2
fo e t/te'u'l
( r^it/va"uun cunnaea)
Ft6. t
'TbP t/re at,
( r/entus )
YAtv€
page 5
l:e 3aldwln carburetor shown here is of a type that uses a vacuum which
l^-.
uJ the engine to l-ower the pressure on the surface of the fue]-: -F-A+-J
-- G6"u!'.,.
a:l :;;s boiling the fuel to produce a vapor. ft elimj-nates the standard
r ^€ : ; * : " t y p e c a rb u re to r w j -th j e ts entir elyr
and r eplaces j- t with a seal ed
llr3gla- containi-ng a float t1th a standard needle & seat - a deli-very tube
ar: a renturi
type air inl-et and mixture control.
:
-
Ir the Baldwin system, alr is cut off by the rotary air inlet
valve to
ir : iu c e a c h o k i ng e ffe ct o n th e engine fol star ting.
Thi_s pr oduces a v er y
::gi: vacuum and therefor boils enough fuel to get the engine started from
::a rrapors produced along with the air already in the iniake mani-fo1d.
i j:a r
starting,
th e a i -r va l ve i s opened enough to continue oper ation of
::- : e rg l n e a n d fro m th e n o n a cts as the thr ottle
valve to contr ol the ai r
:::e ring
t h e e ng i -n e . B e ca u se o f the vacuum cr eated by the engine, the fuel
'm::ri-n the sealed chamber boil-s and produces a fuel vapor
- thi-s fuel
;'a:!r 1s then sucked along the delivery tube to the venturi type mixture
__r. r, n. j
-
_ _ _ - v f v!a
Iiithin the venturi type mi-xture control is a butterfly
valve to control
: : . e f lo w o f t h e se va p o rs a n d th i s butter fly
valve m ust be connected w i th
*irj<age to the rotary
inlet valve so as to be able to control- the Air
:-ilel mj-xture. The rotary"i" ai.r lnlet
valve can be -of any type that w:tU- do
::- e jo b a n d c a n b e co n n e cte d to the acceler ator pedal for thr ottle
contr ol ,
The inventor says that heat may be applied to the seafed chamber for
:e t t er e f f i - c i e n cy (i n e ffe ct, n o t r equir ing so m uch vacuun to boil the gas
mitiiin it).
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 producing
::re vacuum required by allowing less air i.nto the engine. It nay be very
lrff,icultto
get this system to allow an englne to turn a hi-gh rpm and r,lay
r:cduce a loss of power for the lack. of ai-r. However the system will work
a:a could be experimented with to get the siz#;'o'f the valve and venturi to
l::e point required for high rpr. The inventor makes no speci.fj-c clalms as
-;3 nlleage, effi-ciency or pollutlon
produced by hl's carburetor.
page 5
Patent #
3 16531643
Aprl.l, 4' 197"
fnventor: OLfVffi M TUCKER
Secelonnf
s"{i;ii'>_
A l{' Flur€R
Ft're
flrrarn,A rr
Le.vel
BrrrteRFt-/
Veute
EN A INE
:
i,
I
lr
l,
h
page 7
shown here j-s basicall-y a system of fuel and air
The Tucker carburetor
to burn
lilters
working together to create a vaporous nixture sufficient
ln:i,hin the cylinders of an internal
cornbustion engine.
with the main
Because the bottom of thls cafburetor i-s fj-lled entirely
napori-zing filtere
and at such
a float chamber must be mounted seperately
-of
Main
the filter.
a position as to frai-ntain a fuel level below the top
J.s through an ordinar!
and
type aj-r filter,
aj-i entry into the carburetor
;lie air then passes downward into and thru. the maj-n vaporlzing
filter
and
tce liquid
tuel where upon it bubbles upward lnto a mixing chamber. The
fuel and filter
creates bubbles whi-ch are bro'
a-ir passing thru this liquid
..en up by the part of the filter
level thereby vaporizing
above the liquid
:n e f u e l .
is provided :along with its own air filter
and a
alr inlet
An auxj-liary
eutterfly
thi.s allows extra air to entvalve to act as a mixture control,
mixtrlre from being too rich. As
er the mixing chamber to keep the original
:his auxiliary
a:ir enters the mixing chamber it is swirled away from the
center by a turbulator
to help in the mi-xing process anti to keep it from
--raveling straight
do'wn into the engine and creat-lng too lean a mixture.
by linkag.e to the the accelerator
lhis auxiliary
a'lr must be controlled
redal along with the main butterfly
valve control ,
to stati-onary er:si-nes where
A simple system that works well when fitted
r.he engine rpm i.s constant. Mixture control by h-nkage can be tri-cky when
engine rpm is constantly changed up and downo Mixture control can be your
biggest problem when building any hi.gh mileage carburetor.
This carburetor is of the basic form or type written about ln an article
where a man by the narne of LaPan
from a 1974 i.ssue of Mechanlx fl-lustrated
type
cl-aimed to get 6O to 100 mpg. The article
luas more about humidifier
carburetors though, where the ma-i-nvaporizing fi-lter rotates through the _
that is not under
liquld
fuel ald air is drawn through a pa-rt of the filter
'the liquid.
but does clairn thi-s
l,lr Tucker makes no: s:peci.fic claims to efficiency,
carburetor will del-iver a completely vaporized
or dry gas to the engine
rhich is raixed $rtth sufficient
air to conplete the burni-ng process within
':
:h e c y l i n d e r s .
page B
Patent #
Febuary 24, 1970
fnventor: I0RRESTE GERRARD
3r 4 95t919
llbxnne
*e n
//der Exqn'{
lt1tp AtR lnlcf
CoWwr VeWe'
_
rqlmuu
-\
l*r#s*r€d r{<rqn
\
Eor-?I
(
t
s
BumertY
rleu/e
Eil< r*e
Ftoarcanis"R
rlet4t'
Heer €*cnettdeu
+
frn- PrPe
/or6xnAutT
page 9
lhe basics of the Gemard carburetor shown here are sirupl-e, but can be
e. :i: conplieated to buil-d. It works on the basis of a slmple heat exchang'
;l :: vaporize the fuel-.
motors to suck alr
-iis carburetor uses two impellers driven by electric
:5:rrgh a venturi type fuel noZzter and then s6nd this atomized fuel & alr
fu11y vaporize the fuel. This vapor-*:.:;Ce through a heat exchanger to
- -ea mlxture [hen rema-Lns inside the heat exchanger til
such tirne as needed
:[ -uh€ engi-ne. A sli-ght pressure is maintained withln the heat exchanger by
::3 im n e l l e r s .
by li-nkage to the butter
As the engine requires fuele a valve controlled
:-;,'va1ve is-opened and allows the vapor to mix with incoming air to the
&s wi-th most other systems of this
*:-ij-ne. Thi-s vllve for mixture controlr
with throttl-e opening. Tlis
:t'!e, can be tricky
to get into co-ordination
:a:buretor is a simple version of the Pogue carburetor shown later on in
: r-j 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
nixture w:Lthi.n the
::irt
where the fuel wi-ll explode. AJso this air/fuel
::at exchanger should be kept very richr so rich in fact, that an explosi.on
llrr::1C normally be impossible.
:i
l;o specific
cl-alms are made by the inventor other than conplete burning
being r eleased to the atmos pher e,
t he l u e l a n d a re d u cti -o n o f pollutants
page 10
Patent #
3 r294 1381
Decenber 261 1956
fnventor: HAROLDSCHWARTZ
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t
s
?
v
o
Pyi
a/
o
FtctReT en
\
U
\s
u€L
|lret
Ex n eust
FrreuRgr,.rl
%2
ILXUP T|^BE
-Stng
F,e.R
Vre,^,
Itsr
B.^ttetfey
fJffnusr
page 1 1
lhe Schwartz carburetor
::l:cl-ianger type carburetors
:: ; h e e x c h a n g e r.
shovnr.here is somewhat different
than most heat
i-n that it all-ows hot exhaust gases directly
in
suruounded by a vaporizing chanber in
-he top view shows the air inlet
ruri-'chyou will
and a fuel return liner and surrounding
find a a fuel inlet
::-a vaporlzing charnber is the .hot exhaust inlet.
The sj-de view shows the
: : e i i n l - e t t o a sp ra y n o zzL e w hich is ver y close to the exhaust outl et i - nto
: : e ch a m b e r . Li -q u i d fu e l th a t h as not been vapor ized by the spr ay n oz z T e &
:j: e h o t e x h a u st w i l l d ro p i n to the bottom, and after r eaching a pr edeter :-'n e d l e v e l - w il l b e su cke d o ff by the r etur n li- ne.
I . o t s h o w n in th e se d ra w i -n g s, ar e a ser ies of baffles just above the fuel
- e -re l i n t h e b o tto m o f th e ch a mber . These baffle catch.any fuel that i s not
i:il-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 processo
Th i s c a r b u r e to r sh o u l d b e consider ably safer than m ost, 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
is opened, the mor e exhaust
thus m or e of
'ut om a t i c . T h e mo re th e tro ttl e
:5-e fuel being vaporized upon demand. No mechanical mlxture control- should
: e re q u i r e d .
lhe inventor makes no specifi-c clalms as to mi-leage increase, but does
:-aim the carburetor to be al-most 1OO%efficient
and thus producing virtup
o
l
l
u
t
io
n
s.
f
y
n
o
'-
page 12
Patent #
2t9 B2t52B
May 2, 1961
rnventOr: ROBERTS SHELTON
ELE)T{Ic
F/G.T
'fVan,nostar
Hreu Puilp
Ca'v-tR'4t-
latt moN
Fre" Frr'ran
{
sw,r"n
Fuet
l,rlrgr
+
lll ll-.t
+
J
Barre n/
?
A n F t t r e a. f Hsu sr ^ tq
l
I f/e
2
)
,BeFFIES
Etectntc
ft;n__+
r<-
TnenraosTA'r
.Surfc'a
Ntses To Heett'tla 6ret
/ennla
Etea€Pf
Errt"ar ry
{avv..
page 13
The Shelton carburetor uses both heat and vacuum to create a vapor from
tn9 gasoline. This carburetor consists of a large chamber in which a resirlir
of fuel is maintained. Shelton used an elctric
float type switch that
nould s h u t o f f th e e l e ctri c
fu el pum p when the desir ed fuel 1evel has been
:eached and to turn the pump o! again when the level falls.
Howeverr arly
: ] -pe o f f l o a t :trra n g e me n t w o u l d suffice.
At th e bo +
: y a the r m o ,q
s w l t c h.
She
: r a t u re
of
: c n s j .d e r a b i- <
: f b affle s
\r ,::
. , a c k i nto tl i "
o f th e ch a mb er is an electr ic
heating elem ent contr ol l ed
fuel and turned on and off by the ignltion
I lhu liquid
I a.ims the heating element shourd be maintalned at a templ .re s fa re n h e i ght. This temper atur e should
a
"vr po*r
C"
of fuel which then must pass upward through
a se,ries
: ]_ coll-ect any liquid
droplets and allow them to d.rip
l -: o f th e ch amber .
A t t h e t o p o f i ..n ee va p o ri -za tion chamber the fr esh air is allowed to ent: F j-h a m i v - i n c ch a ru b e r vi a a typ e of ventur i. Thi.s ventur
i is the mi x tur e
$r 4r !4r r b
^ n r f n n- I'1 i- m
J
v
!!
vL
v ! a4r r 5
+actor
tr
|
fcr
this
carb u re t o r
-
as the
t h ro t t . le
f ly va l v e i s op e n e d , a va cu u m i s cr eated ar ound this
f uel v a p o r s i - n to th e mi xi n g ch amber .
c o n t ro lle d
ventur i
butten
suckin g the
p ri mer or acceler ator pump being connected by
B e l - o w t h e c h a mb e r i g : : e c h a n i c a l l j . n ka g e to th e" th ro ttle
valve. Pur nping the acceler ator pedai a
f ew ti r n e s p r i me s th e e n g l n e fo l star ting,
after star ting the enginb thi s
lunp a c t s t h e sa n e a s th e a cce ler ator punp on the standar d jetted v entur i
c a rb u r e t o r y o u n o w h a ve .
Th e i n v e n t o r cl a l ms th a t u p to eight tim es the m lleage of the standar d
c a rb u r e t o r c a n b e o b ta i n e d fro m his m odel. lio other claim s ar e mad e.
tr
page 14
Patent #
2 1 2 1 Br g 2 2
October 2?, 1940
Inventor: IVOR B NEWBERY
A t P l, r lr e t
Jw-2.
'o |o"o" ii
Hfllr^n
o'*,
rz
'
i i t..ut {
i---;rj,ii-..
H---'=.'-:Y!.ll
tl
Exueusr
l..i
Heet
T1
E'Ac;ANfreR
ilrll
{-
Ourter
,^\r, Deurt'c
\-j, f,rsE
FqeL
lrrlet
Entt e n.y
tlase
ENHA
Ittre
page 15
i.s not rea11y a carbttretor in the nornal sense
The Newbery carburetor
i-s
a series of two heat exchangers that dellver a
it
f the worcl. iather,
manifold of the engine.
intake
aporized fuel to the
The two heat exchangers are of a type that provlde a large surface of
heated metal (in the form of baffLes) and a rather long path for the fuel
to travel before being nixed with the fresh air. This large heated area &
the fuel before it is . mixed with the
long path are the means for vaporizing
exchanger via
enters
into the flrst
fuel
The
mani-fold.
ttre intake
air-in
large portion
exchanger
a
this
first
vaporizes
nozzle,
spray
a controlled
vapassed
for
further
the
second
lnto
exchanger
then
of the fuel which is
porizing and. expansion to a true dry state.
so as to produce
Exhaust fron the engirie enters the second chamber first
just
befor
e being- all - ow ed
the
to
fueltransfered
be
to
a highei temperature
fuel
to
bring
vaporized
the-aLready
supposedly
ai-rr
to mix w:ith the fresh
state.
to 6. truely dry
As no means for mixture control i-s provj-ded f presume that the fuel is
to
controlled
by the spray nozzJ-e and the choke valve being interconnected
The
mixture.
too
l-ean
much
a
too
air
for
to
al1ow
irotthe throttle- so as
so a primer of some kind would
inventor provid.es no system for startingr
have to be affixed.
claims as t o effi-ciency other than thj.s
The i-nventor makes no specific
dry
fuel t o the engine and produces
vapor
truely
delivere
a
carburefor
i f an Y r P o l l u tj .o n s,
ver y li. t tl e r
pa8e 18
?Ressuce
fi;'f:z
<-
€iaaurst
OqTuGr
-SecoP DAcY/
cunnger-
l--on<eoArr ltuet
BREENMOTORCOMPANYLIMITED
W I NNI P E G
TO WHOM IT MAY CONCERN:
I madea test today of the pogue Carburetor installedon a Ford eight"cylindercoupe.The speedometershowedthat this car had alreadyrun over
miles.
I drove the car 26.2 miles on one pint of gasoline.The temperaturewas averagingaround zero with'a strong north wind blowing. I drove south
fifteen miles and back on the sameroad, and the distance .ho*n by the speedomelerreadingswas 26.2 miles when the gasolinewai cxhausredand
".
car stopped.
way.
t
tested
fcir acceleration,get-awayfrom a standingstart, and at all speeds,and it performed
in
€very
performance
was
t0090
of the car
The
to, if not better,than any car with a standardcarburetor.
, At very slow speeds,under ten miles an hour, it was much smoother in.operation than a standardcar. tn facti below fivc miles.anhour it pulled up
slight gradewithour laboring of any kind. I steppedon thc acceleratorwhcn the spcedometerwas below five mitesan hour and the car got anay wilhout
falter'
BREEN MoroR coMpANy LtMtrED.
(Siened)T'G' Breen'President
OF CANADALIMITED
FORDMOTORCOMPANY
BRANCH
WINNTPEG
Mr. W. J. Holmes,E94WellingtonCresccnt,
Winnipeg.Manitdba,
Winnipcg, Maniibba. April lOrh, I
Dear Sir:
Mr. Purdy and I appreciatevery much your interestin arrangingtesr for us with Mr. Pogue.
Ar lhe time the test was madewe covered25.7 mileson one pint of gasoline.
Beforesrailing the test, the car wasrun until the rnotor stalledfor want of fucl. The pint of gaswasthcn conncctcd;the main supply tahk waslutned
and the test startcdfrom a stalledmotor.
We are at a lossto understandthe reasonfor sirchmarkcd Gconomy.However, cvery considerationwas shown in carrying out tcst and acqpainting
wirh rhe designof the carburetor.
Yours truly,
(Signed)D' F' SMITH'
34? College Avcnuc, Winnipeg, Manitoba.
Augusl t(Xh' t'9t6
TO WHOM IT MAY CONCERN:
c\tra
I havetoday had the pleasureto make a tcat of thc Poguc Carburetor. Samewas instaltedin a Ford V-E Coupc, t934 model. I h.vc rakcn
tions to rurn off thc speedometcrto nil on thc ttip mileage.
milcsperhour and aslow as lhreemilcr
I I dro"c thc car twcnty-eight
rdileson onc pint of gasolinc.I test€dthe car for speedup to seventy-fivc
performance
wasall anyonccoulddesirein cveryshapeor'form'
nicely.tn fact, I canssythc
hour;andthc car pcrformcdexceprionally
YoursTrulY'
(Signed)
S' STOCKHAMMER
t>
Pa6s
Airii
9t 19jj
fnventor: CHARLESN POGUE
.f ti2.
Patent #
1 t997 t497
cHAk€
VatYg
ForfiRy
Ptuq (a*e
W*
b
.l
s
.l
|t
,I
h
d
IY
fioar (auve
frAceo
Fue" l-eye,
A t e Nt e r
\
frrte
tsonvn
y'
Kertq4 tute
a a a aa
aa
a
o
l
a a
a a
Fu.t
Pu'vt P
a
a
a
aa
a
a
a
a
aa
oa
a
a
r'El
,/
rGp
I
t/tew
a!
a ac
aa
a
tt
I
oaa
aaaa
a a aa
page 20
April p, 1935
fnventor: CHARLES
N POGUE
Patent #
1f9? t49?'
',N
{0,
il
\
A or,tstAgt-€
A
{o*
K"
Lw xe cre
'
/''"'
t).\s
'-
il
' ,'|
ii
,'.1!
.j.j\
These itens are tdentica].
for
except that
plug valve ls used. instead of E#2026798
IIUO.........
only d:ne'rota.ry
::
page 2l
January J, 1935
fnventor: CHARLES
N POGUE
Canadian #
( ldentical
25
Tigt+
2
r e
J.J
rlCOot'.
s
9
o o .J r, .
{!
O v'
v
rJsO
r
vq
J
vvv
o5
33
".-----+ul
o g orl
c : i os
0ooi l
to
353538
u.s. #1gg?49?)
.
page 22
Carburetor353538
This inventionrelatesto a devicefor obtainingintimatecontactbetweena liquid in a truly vaporousstateand a gas,and
particularlyto sucha devicewhich may serveas a carburetorfor internalcombustionengines.Carburetorsas commonly
usedfor supplyinga combustiblemixtureof air and liquid fuel to internalcombustionenginescomprisea bowl in whicha
supplyof fuel is maintainedin the liquid phaseand a fueljet whichextendsfrom saidsupplyof liquid fuel and terminares
in
a passage
throughwhichair is drawnby the suctionof the enginecylinders.On the suctionor intakestrokeof the cylinders,
air is drawnoverand aroundthe fueljet and a chrge of liquid fuel is drawntherefromand brokenup and partiallyvaporized during its passage
to the enginecylinders.In suchcarburetorsa relativelylargeamount of the atomizedfuel is not
vaporizedand enterstheenginecylindersmoreor lessin the form of microscopic
droplets.Whensucha chargeis ',fired" in
the enginecylinder,only that portion of the liquid fuel which hasbeenconvertedinto the vaporousand consequently
the
molecularstate,combinesthe air to givean explosivemixture.The remainingportionof the.liquidfuel whichis drawninto
the enginecylindersand remainsin the form of smalldropletsdoesnot burn and therebyimpart powerto the engine,but
tendsto increasethe cylinderheadtemperature
abovethar at which the engineoperatesmost efficiently.
I havefound the efficiencyof a carburetorcan be increased
if the liquid is brokenup and convertedinto the vaporous
phasein advanceand independent
of the suctionof the engine.I havealsofound that the efficiencyof rhe engineis further
increased
if thepreviouslypreparedfuel vaporsarecausedto expandbeforebeingintroducedinto theenginecylinderand if
a reservesupplyof suchliquid fuel vaporsfor introductioninto theenginecylinderis maintainedundera slightpressure,
so
that when the conduitthroughwhich the vaporspassto be mixedwith the atmosphericair beingdrawn into the engine
cylindersis opened,the pressurewill causethe gasesto be forcedthroughsuchpassage
and their introductioninto the
enginecylinderswill not be dependent
solelyupon the suctioncrearedby the enginecylinders.
It is an object of the presentinventionto providea carburetorin which the liquid fuel is brokenup and preparedin
advanceof and independent
of the suctionof the engineand in which a reservesupplyof dry vaporswill be maintained
underpressure
readyfor introductioninto the enginecylinderat all times.lr is alsoan objectof the inventionto providea
carburetorin which the dry vaporsare heatedto a sufficientextentprior to beingmixedwith the main supplyof air which
carriestheminto the enginecylinderto causethemto expandso that theywill be relativelylighterand will becomemoreintimately'mixedwith the air prior to their explosionin the enginecylinders.
I have found that when the reservesupply of dry vapors is heatedand expandedprior to being admixedwith the atmosphericair, a greaterproportion of the potentionenergyof the fuel is obtanedand the mixture of air and fuel vaporswill
explodein the enginecylindersat the correct rate and without any apparentraisein cylinder head temperature.
More particularly, the presentinvention comprisesa carburetorin which liquid fuel vapors are passedfrom a main
vaporizingchamberunderat leasta slight pressureinto and througha heatedchamberwherethey arecausedto expandand
ih which dropletsof liquid fuel are eithervaporizedor separatedfrom the vapors,so that the fuel farally introducedinto the
enginecylinderis in a true vaporousphase.The chamberin which the liquid fuel vaporsare heatedand causedto expand
preferablycomprisesa seriesof passages
through which the vaporsand the exhaustgasesfrom the enginepassin tortuous
pathsand in sucha manneras the exhaustgasesare brought into heat interchangerelation with the vapors
and give up a
part of their heat to the vaporsto causetheir heatingand expansion.
The initial vaporizationor atomizationof the liquid fuel is causedto a largeextent
by the passage
of atmosphericair
througha constantbody of liquid fuel maintainedin the bottom of the main vaporizing
chamber,but fbr reasonswhich will
be hereinafterpointed out, suchvaporizationof the liquid fuel is preferablysupplimented
by one or more atomizingjets,
but the vaporsfrom suchjets are alsocausedto passthrough thg heatingchamber
wherethey will be.expanded
to haveany
liquid dropletsremoved.
i rhe nozzles(9) are externallythreaded
at their
lower endsto facilitatetheir assembry
into the chamber(r) and to permit
required.The upper endsof the nozzres
(9) are surroundedby venturi tubes
n"utnt a baffle plate (l l) locatedat their
upper endsopposirethe outlets of
the nozzles.The Iiquid fuel beingforced
ltol
from the endsof the nozzles(9) into the restrictedportions of the venturi tubes
causesa rapid circulationof the air and
fanorsin the chamberthroughthe tubes(10)and bringsthe air and vaporsinto
L
intimatecontactwith the liquid fuer,with
resultthat a portionthereofis vaporized'
Unvaporized
portionsof the liquid fuel
fe
strikesthe baffles(r l) and arethereby
brokenup and deflecteddownwardly
into the upwardlyflowing current
of air and vapors.
fft
(7) is regulatedto supplya greater
amount of liquid fuet to the nozzles(9)
than wilt be vaporized.The excess
Ifuer
l1tthat
::ttvaporized
will
!!'r' srvP
-'
drop into the
rrrscramDer
chamber(t)
(l) and
and cause
causethe
the liquid
rinrirrto
tn be
ha nai-+^:-^r
.,
i
-- the
'rLU
maintained at
indicated
lhemto be removedreadilyshouldcleaningbe
level. when
the li_
rifted
and
,n"
.".",,
w*r
now
through
an
a'overrlow
overnow
pipe
ptpe
(r3)into
(t3)
pe (14) reading
intoaa
'uE'
il:ff
ffi::::r,l,lil"ly:
::,::iiil:,,,
T of the pump (7).
back to the pipe (6) on
the intakeside
Suchan arrangementpermitslargearnounts
of liquid fuel to ui.iriuriGa by the pump (7)
without more fuel beingdrawn
om the tank than is actuallyvaporized
and consumedin the engine.As the float valve (12)
will set upon the end of the
Itlet pipe (13)as soon as the liquid level
drops belowthe indicatedlevel,thereis no
dangerof vaporspassinginto the pipe
{) and henceinto the pump (7) to interfere
with its normal operation.
The upper end of the vaporizingchamber(l)
is open and vapors formed by atmospheric
air bubbling up through the
,.n.':
rormed
as
the
result
or
the
aromization
|at thenozztes
(e)w't passinro
pH:::':"tj:""::T:j:::T::"i"io
neatlngand expandingchamber(2)' As is
clearlyshownin fig. l, the chamber(2) comprises
a seriesof tortuouspassages
F)and (16) leadinr from the bottom to the top' The vaporspass
through the passages
i(15)and the hot exhaustgasespass
(16), a suitableentrance(17) and
fough the passages
exit (lE) beingprovided for that purpose.
tbht
passingupwardly in a zigzagpath
through the passages
"apo"
(15) will be brought into heat interchange
relation
ih the hot walls of the passages
(16) for the exhaustgases.The totar
rengthof the passages
(r5)
(16)
and
such
is
that a
htively large reservesupplyof the dry
vapor is alwaysmaintainedin the chamber
(2), and by maintainingthe vaporsin
rt exchangewith the hot exhaustgases
for a substantialperiod.,the vaporswill
absorbsufficientheat from thosegasesto
hsethe vaporsto expand'with the result
that when they are withdiawn from the
top of the chamber(2) they wilr be in a
Fly vapor phase,and due to their expansion,
relativelylight.
any minute dropletsof liquid fuel entrained
by the vaporsin the chamber(l) will precipitate
out in the lower passages
Dand flow backinto the chamber(l) or elsebe vaporized
by the heatabsorbedfrom the hot exhaustgases
in their passage
ough chamber(2).
page 24
(15)communicateswith openings(19)adjacentthe upperend of the downdraft tube
The upperend of the vapor passages
(20)leadingto the intake manifold of the engine.Valves(21)are interposedin the openings(19)so that the passages
of the
vapors therethroughinto the air tube may be controlled. The valves(21) perferablyare of the rotary ptug type and are
controlled as hereinafter described.
Suitable meansare provided for causingthe vapors to be maintained in the chamber (2) under a pressuregreater than
atmospheric,so that when the valves(21) are openedthe vaporswill be forced into the air tube (20) independentlyof the
suctionof the engine.Suchmeansmay comprisean air pump for forcing the atmosphericair through the pipe (4) into the
chamber(l) beneaththe falsebottom (3), but I prefermerelyto providethe pipe (4) with a funnel shapedinlet end {221and
locatedjust behindthe usualfan (23)equippedon most all automobiles.That will causethe air to passthroughthe pipe (4)
with sufficientforce to maintainthe desiredpressurein the chamber(2) and the air beingdrawn through the radiator by the
fan will be preheatedprior to its introductionthe chamber(l) and hencewill vaporizegreateramountsof the liquid fuel. If
desiredthe pipe (4) may be surroundedby an electricor other heater,or exhaustgasesfrom the enginemay be passed
around it to further preheatthe air passingtherethoughprior to its introductioninto the liquid fuel in the bottom of the
chamber(l). The air tube (20)is providedwith a butterfly valve(24)for throttle, and a chokevalve(25)as is customarywith
carburetorsused for internai combustionengines.The upper end of the air tube (20) extendsabove the chamber(2) a
distancesufficient to receivean air filter and/or silencer,if desired.
A low speedor idling jet (25) has its upper end communicationwith the passagethrough rhe air tube (20) adjacentthe
:
throttling valve (24) and its lower end extendinginto the liquid fuel in the bottom of the chamber(l).
The low speedjet will supply fuel to the enginewhen the valvesare in a position such as to closethe passages(lg);
however,the passage
throughthe idling jet (25)is so smallthat undernormal operationsthe suctionthereonis not sufficient
to lift the liquid fuel from the bottom of the chamber(l).
To preventthe enginefrom backfiring into the vapor chamber(2) the endsof the passages
(19) are coveredwith a fine
mesh screen(26) which operateson the principal of a minerslamp, and will preventthe vapors in the chamber(2) from
explodingin the eventof a backfire,but will not interferesubstantiallywith the passage
of the vaporsfrom the chamber(2)
into the air tube (20) when the valves(21) are in the open position.The air tube (20) preferablyis in the form of a venturi
with the greatestrestrictionbeingat that point wherethe openings(19)are located,so that whenthe valves(21)are opened
therewill be a pulling force on the vaporsbecauseof the increasedvelocityof the air at the restrictedportion of the air tube
(20) oppositethe openings(19), as well as an expellingforce on them due to the pressurein the chamber(2).
As shownin fig. 3, the operatingmechanismfor the valves(19)is so connectedthe operatingmechanismfor the throttte
valve (241that they are openedand closedsimultaneouslywith the openingand closingof the throttle valve, so that the
amount of vapor suppliedto the enginewill at all timesbe in proportion to the demandsplacedon the engine.To that end,
each valve (19) has an extention or operating stem (27) protruding through one of the side walls of the vapor heating and
expandingchamber(2). Sealsor packingglands(28) of the ordinary constructionsurroundthe stems(27) wherethey pass
through the chamberwall to preventleakageof vaporsat thosepoints.
Operatingarms (29) are rigidly securedto the outer endsof the stems(27'1andextendtowardseachother, the arms are
pivotally and adjustablyconnectedto a pair of links (30)which at their lower endsare pivotally connectedto an operating
link (31) which in turn is pivotally connectedto an arm (32) rigidly securedon an outer extension(33) of th' sternof the
throttle valve (24). The extension(33) also has rigidly securedthereto an arm (34) to which is connectedan operating link
(35) leading from the meansfor acceleratingthe engine.
The meansfor adjustably connectingthe upper endsof the links (30) to the valve stems(2?) of the valves(19) so that the
amount of vapors deliveredfrom the chamber(2) may be regulatedto causethe most efficient operation of the particular
engineto which the carburetor is attached,compriseangular slides(36) to which the upper ends fo the links (30) are fastened, and which are slidablybut not-rotatablymountedin guideways(37)in the arms (29).The slides(36)havethreadedbores
1
page 25
which screws(38)pass.The screwsare rotatablymountedin the arms(29), but are
held againstlongitudinatmove,lhroTeh
ment so that when they are rotatedthe slides(36) will be causedto move along the guideways
(37) and changethe relative
position of the links (30) to the valve stems(27) so that a greateror less
movement,ahd consequentlya greateror lesser
openingof the ports (19) wiil take placewhen the throttle valve(24) is operated.
For safetyand for most efficientoperationof the engine,the vaporsin the chamber(2)
shouldnot be heatedor expanded
beyonda predetermined
amount and in order to control the extentto which the vaporsare heatedsrru
and !vrrJ!\iu
consequentlythe exlent 10 which they are expanded,a valve(39) is locatedin the exhaustpassage(16)adjacentthe inlet (17). The vatve(39) is
preferablythermostatically
controlled,as for example,by an expandingrod thermostat(40) which extends
through the
chamber(2)' However, any ogher meansmay be provided for reducingthe
amount of hot exhaustgasesentering the
passages
(16)when the temperature
of the vaporsin the chamberreachesor exceeds
the optimum.
'The
enginehas6eendescribed
in detailin connectionwith a down-drafttypeof carburetor,but is is to be understood
that
its usefulness
is not restrictedto that particulartypeof carburetor,but couldbe madeadaptable
to the side-draftor eventhe
up'draft type of carburetorif desired,and that the mannerin which the mjxture
of atmosphericair and dry vaporsis
introducedinto the enginecylindersis immaterialas far as the advantages
of the engineare concerned.
The term "dry vapor" is usedhereinto definethe physicalconditionof the liquid
fuel vapor after the removalof all
liquid dropletsor mist which is frequentlyentrainedin what is ordinarilytermed
a vapor.
From the foregoingdescription,
it will be seenthat the presentinventionprovidesa carburerorin which the breaking
up
of the liquid fuel, or total vaporization,for subsequent
usein the engineis totallyindependent
of the suctioncreatedby the
engine,and that after the liquid fuel is broken up and totally vaporizedit is maintained
under a tight pressurein a heated
spacefor a length of time sufficient to permit all entrainedliquid or mist particles
to be separatedor vaporizedand to
permit'thedry vaporsto expandprior to their introductionand admixture
with the main volumeof atmospheric
air passing
into the enginecylinders.
it
-
CharlesN. Pogue
Inventor
page 25
. Although- the Pogge carburetor is a legend, it j-s at the same time somewha-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 ever
s eem s t o b e a b l e to tra ck o n e down and actually see lt ln oper atlon. As of
the first
of this yegq thoughr w€ have been in-contact
withtone man who h-as
a wcrki-ng model of hj-s own manufacture.
several mag-azine_articles
have been printed. about tire poAue carburetor gr
a b o u t t h e m an -h i mse l f. o n e su c h ar ticle- fr or a
tir J oec ii; ig36- iiil""
of the
Canadian Automotive'Industrles
states that the average impeiial gallpn of
gasoline contalns_ab9q! 1401000 ETU of energy. And t6at the a.verEge American sedan takes 72 ftrllbs of torque t9 t<eep*it moving at *
*i-1""
per hour. Using tle.se figures and a 2J mpg figure they show"for4y"ao
in a formula
t hat t h i s o n l y a 9 % e ffi ci e n cy
fne eogue car bur etor del i v er s
- Ther etor - if
2oo miles to the gallon, over-all
efficiency
is rei:LEec ti 7j;7"
An article
ff9 * t!" -Qg q te mb er 1953 issue of Car s magazine states that i n
opening
r.ognlhP
ol. 1936t Pogrl_epanicked the Toronto"stoct<
lF"
and
t hre w a f r i g h t 1 n tg . l h " ma j o r. oil iompanies. Stock exchange or r"""tt"rrg"
ices & br ok ers were swampedwith orders to dump all oil stock immedlately. Thls sajie
artj-cl-e refers- to a manager of one of Winnile[;s-fargest
au.tonobile dea]-ers
who claims to have made a test of the Pogue cJrUuretSr and had driven it6.B
miles on one imperial Ba!19n. of gascline. The sa.rnearticle
pr""""t"
what is
supposed-to !" g_personal interview with CharleJ noguer s.nd d.escribes him.
as_ q resigned old man who accepts the past and keepE nis secrets to hirns e 1 f . Si . t t i n g b e h i n d ra b a tte re d old wooden desk he- r uns a ti- r ed ol d m ac hi - ne
shop making oi-1 filters.
In this intervj-ew Pogue-wj-ll not make speclfic
clains as to performance
of his carburet?r,
nor *+ll he d"ly the claims of others. The aiticrL-ilt;
ltt"l Pogug admi-ts to.having been threatened. and to iravine-his-worrnshop-"
broken into with unfinished carburetors being stolen
luI that he was not
bought off. Pogge says that he lost $100,O00-and hj_s -partner lost $io-Ordoo
t ry lls
t o _ g e t th e ca rb u re to r_ i n to
pr oouction still
has $Z Or OO0
worth of dies layi.ng i.n the back room.
"ta- h"
Sonetime later an article
from Our Sun describes Pogue as a typical_ wel_ldressed busi-ness m?lr successful and w:lth a keen mind Ina i
Slini-;i*;";h;:
siasim in his €Ye. H5 runs his own uuJiness called Economy Carburetor
eor t
alt h o u g h h e - p ro d u ce s o 1 1 fi l te rs
and not car bur etor s. The- ar ticl- e s tates '
about the treatment he-ge[s i"o*-""porters
lF"l Pgsu" ls somewhat bltter
&
t l" I -t h e y
u s ua l l y w ri te w h a t they want lnstead of the"facts.
logu- el r " " a- or r "
of his carburetors on his own car for about ten years ald that-inout
ZOOof
"
that same model had been produced.
state that }4r pogue himself makes claims
{g!" t}rat none of the articles
of- 49.nP8r
and as far as vre can find lggtr" nevei oio ptat e suctt
nor did he state aly i:articular
mileage ti[ure--io"-f.i"
"r"i*;
carburetor. " We
have
heard that the carburetor
was as big Is th;
i.tseff
that it was
and
{a4serous to operater b,lt- pogue denles these "nginu
r'Iolt mag-azine arti-eles about th:is man-and his-carburetor
seem "[.t"*"ttt".
to contradict
each other 1n
v ario u s s t a t e me n ts so frm n o t s o sur e m ost of it G- pufi- i"g;;ii
o"'p,r " "
fictlon.
However the carburetor,
phantom as it :.sl ii real and it does do
a, very qogd job of. using.
mosi of the energy in'a gallon oT gasofine ins t ead o f d u m p i n g l t o u t-thlrP
e e xhaust.......
p age 27
The phantom carburetor
of charfes
Pogue h?" dlsappeareri from the publ1c
Evervnewvearssome
fi4"3"3"5"Ii31r"f,"*.T?*"*l*,":^:T:i^t1:
rs and stories besin-to circulate anoili-sor-e
i"l-t"a!-];#;l
6;;t"viii'to'fi|"ilF#;#:-A
reason_ the srories die out and
-fr3"L
*f?r.1omu
e :1.1'1:-l3b*i.?ll"i^,ll!
carburetorneverfra.i<es
""[-"o*"
it_
to **r.-"i.
p"opr" ;;;"-;;Ii["oilt"n:fi""il"
ne have b e e n
v e ry su cce ssfu l .
We have- a' ' teit' er
i"- o""
files fr om a Mr Gai l
o::1.:il;l:*":-*ii9;ooo:?.
job
"nii''illih-'3"Hliu"*itil"r1333
quit plavins aroundwith these f;.,
*l:.
i"*r
thinsi.
Another
r"it"""i.IX,i,"X"rit{"3i'"*3i,
d of N e s t o r , c A sa -ys th a t
h e - a n d i i""t"u"
g
built
eogr u about 25 year s
problems
*iti,
"
ia;";;;
tc conrinue work_
;_oyl
o n it , "{l:T_.13u*lg
s h e l v e d th e ::ig
p ro 3 e i t a n d never - - got back
";J*;;to it,
But now the phantom is
no longgr
tlil:Ts,]!^o.*:f";^*y:^gtg
the posue
a phantom _- a_fler 45 years the ghost is
glr"$'+*;oii.r'""-u"iii-a-roush
handmade
model
that has increasederriciEn;yl1v-ag%:-d;"t;"i"$'j""fi1;"'fffi"fi;f;"t
g brother - william J sgrignoli
tained
the
following
photc,lraphs:
of tB hivervibw
pA l?oz5 and we
---rv* r4v'r in
+' nfiorar
rrrr
page 28
T h e m c d e l sh o w n i n -th e -p h o to gr aphs is all hand built of copper , bhe uppe
chamber ls 6 i-nches hlgh and 6 inches in diameter - the lower-btrariUer ls-i
diarneter r the vapors
inches in diarneter
3/l+ j-nclnes
::nclnes hleh and 4 in
vanors are drawn
dravm from the to
t
3/4
central
air inlet
instead of down through a
tu.be. Using a hair dryer for th
heat source, Mr Sgrignoli ran the lawn mower engi-ne for 13 minutes on four
o u n c e s o f g a so l i n e a s o p p o se d to the 7 r oinutes on four ounces with the s t
d a rd c a r b u r e to r re p re se n ti n g an incr ease of 86% tn fuel- efficiency.
As of
l-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 that
he w i l l b e Su cce ssfu l -.
A man i-n Richardson, TX is se11lng plans to a carburetor mc d e led a f t e r t
Pogue but used in conjunction with the standard carburetor for starting
and
cold running. Ar automat'ic thermostat swltches over to the Pogue ty pe c ar b
retor when temperature j.s hot enough to vaporize the fuel. Hi-s nodel i.s muc
the satne dirnensions as that of Mr Sgrignoli
- upper charnber is 5 i nc hes hi
and 7 inches diameterr lower chamber ls 2 lnches deep and 4 inches di am ter .
He clai-ms to have i-nstalled the d.evice on a Lincoln and has obtalned up to
1OOniles per gallon.
. M a n y t h o u sa n d s o f'b a cxya rd inventor s have come up with systens. that ggt
fro m g asoline than does the moder n car bur et or e and a
muc h t e t t e r e ffi ci e n cy
get a drastic i-ncrease. The Pogue i.s the rnost
that
systems
have
built
few
famous of allr yet there aTe easier rlays to vaporize fuel and control mixt
than those used by Pogue. Exhaust injected directl-y i.ntc the flow of a mist
of fuel will vaporize the fuel very rapidJyr &I1d a venturi can confrol the
rnixture much more accurately than can mechanical valves. We are worklng on
system of our own at this time. fn our experiments we are using a standarC
\l/e
two barrel carburetor with which to control mlxture thru the venturi-ls.
haverun several turns of copper tublng around the exhaust plpe to parti-a1ly
vaporlze the fuel before the venturi suck it into the air stream. The fuel
of a highly absorbent materj-al.
aii are then drawn thru a series of filters
The filters
catch any fuel that ls not fu1ly vaporized and absorb it onto a
surface that allows the air passing thru to rapidly evaporate the liquid..i
RIR
CAP.Fuee,roR*-seo Foc'Th Rorrte
lV',mnFtreu
l{\ rrraRe CaNTRaL
CeNTRot , fteccl.Rf.roR ?umo Atto
loae fraa;e.; Oanv-
/vtnlil Fr{eL
tleururzt
ilnTFnee
ls Brocreo
/rrPoeI
*r
ilaw
?\
-F+
i
i
I
tll
ll
tl,
Iu
I
lili
lr
ll
I
I
nleL
ft
\\
@:1"\
Fueu
Fnou Ftost Bo nt-
FwtPrlpr
Frare e
OFF
Can Bu-LeroR
FieuLuc
% thx ffit#t
The device l-ooks so good we are looking forward to a range of JO mpg and
better from a heavy American car vrlth autornatic transmission
and V-B engine
How about you? Can you bui-ld one? ff not, how about a fr iend or r el - ati v e
that is a shade tree mechanic 2 Some day we all- might have something better
but for Rorv - if you waht it, ya gotta bui-ld it yourself.
Good.Luck /
Allan Wallace dba RoadRunner Publications
Raymondville, T)( 7858A
1 9 8 1 U p date
aaaaaaaar taaaaaaaa
of Carson Cityr NV
The I,T,EXGAS VAPORIZORdeveloped by ONMEWTRONICS
w as b e in g d i s t r i b ute d
b y: V a n M P olowchak - 111 Pine - For t Mor gant
Colorado BO 7 O 1- /- n e ce n t i n q u J.ri .es have gone u[- &]r sW €r ed..........
The man who clalmed to have built a Pogue type carb to run in conjunction with the standard carburetor wasdolng business as: FIIJiLMfZT:R
Itox 5O2) - Itichardson,
Recent j.nqui.ries go url-flrlsWered.
'fX 75OBO-/-/
Have heard from sources in El Paso that TOM OGLE sold out to ADVANCE
reFUEL SYSTEMSof Seattle, Washington for $a5O,OOO.OO
- while still
taj-ning ?O ol tnLerest j-n his device that got lOO MPG on a 1970 Ford..
As of January Bi
CHARLESNELS0N POGUEis still
alive at age Bl and
is livj.ng j.n a rest hone in Winnepeg, Canada. He refuses to tal-k ' to
o.... ' ..
fro m outslde his outn fanily,...
any o n e o r t o r e c e i ve vi si to rs
11368
The worl-d record for high mileage now starrd.s at an incredible
per
gallon
miles
- obta-tned at the Shell Motor Mileage Marathon in
Great Brita-in.
A special buj.lt three-wheef.er uith a 90cc engine made
t he ru n u s i n g t h e sp ri n t & co a st method of dr ivingo o. o...... o.......
The systen shown on page 28 of thj-s book has been revised to use a
compl6te carburetor (fEss butterfl-y valve) at the point of ai-r entry
instead of the hand bu1lt venturi shown. The orlginal. carburetor is
used for the throttle
butterfly
valve only and the added carburetor
system. _A
suppli.es all fuel to the engine via the evaporator filter
on a 50problems
MPG
popping upo but have obtained 50
few
are stil1
yet
not
avallexperimental though and
)) mph run of 6O mj-les.-Stiff
ablg
fo r
gener al
usg.
. . . . r r . . r . . o. o. . . . . . . . r . r . . . . . o. . . . . e. . . ?. . . . . .
a set of
Californla
i.s selling
ULTRA-LEANCARBURETORS
of Northridge,
price
plans for a Pogue carburetor for $5O.OO
for info
high
A very
that you already have from this book, Except they give you dinensions
for a- device thht they clairn wj.l-J. woik, but we tiied i.t - and :it dont t,
that
Literal.ly
thousands of gadgets have come upon the market lately
a.re supposed to increase your gas mile&B€. Fbon COWMAGNETSto VAPORIfTZTNCSCRIiIiNSobut be careful about wasting your money on these dumb
things - very few (if any) really work any better than a good tune-up.
Need
U.S.
them
they
from the
more j.nfo on patents ? Complete patents are available
DC ZOZjt at flA"each. You,;:musttell
PATtrNTOIIFfCE - WASHfNGTON,
the patent number, the inv6ntors nane and the date 9f issue and
t a k e a b o u t 9 0 d a ys to g e t yo ul or der to you;' ..- .' .........r ......
t'
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srATE
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I
1982 IIPDATE
II SECRETSOF T}IE 2OOMPGCARBTIRETOR
''
Supercedes A1i Frevious Updates a-ndReulsions .,r,... .
coPYRicI{T 1gB2
Ar.,t:ANWAITACE
!
Over the past year and a half we have had many qr_restions for further
j- nf o rm a i l o n r e g a rd i n g th e se h i g h m ileage car bur e
tor s and som e of the
statements tve have rnade in our ori-ginal book. Hopefully this ilupdate
of in f o rm a t l o n ' r w i l l b e o f so me h elp to our readlers and anewer moet
the y o u r q u e s t i - on s ...
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 aaa
a
a a a a a aa
a t
a a o a.!a
a r
a,,
f n ih e i e x t f or th e Pogue carburetor
on page ZZ, a few
-beginlj.ng
r eaders h a v e n o t e d th a t re fe re n ce ls m ade
to f:Lgur es tir iee and ei otr r
and t h a t i h e s e f jg u re s do.not. appgar_in the Uo'cf;--anywhere. Vle wiif;""
i o appo l o g i z e f o r o u r lnadvertantly leaving these oirt and have pi"cuo
the ful-i page frora our files contai-ning these figures on the Uaik
si de o f t n i s s h e e t vn l r are reading now.
Many have
for further
info on ihe Ftllx GAS VAPORIZORand we
-hav e rep r o d u c easked
d th e l n fo rma ti o n w e have in our files bepinnine.o?.r
p ag e t hie e o f t h i s u p d a te . V a n M Poiovr chak was a distr i;;;;;^
?oi"' th"
sys t en a t o n e i i me b u t ma i l to i h i s nan has gone unar swer ed.,r or - some
lit-"_ now, however one of our read.ers phoned u.s to say that h; tai*eO
-hao
to Mr Pol-ovrchak by phone and that Mr Pol-owchetl<had siio. that you
bette r n o t f o o l aro u n d w j -th i h e se things causie the gover nment" witi
get y o u ? ? ? ? V r / ele a ve 'i t u p . to yo u to decide for yo[r self
what ti*- **y
have meant by that statemeirt.
The man from Richardson, Texas has been asked about many tlmes and
s i nc e we c a n n o lo n g e r g e t a re sp onse from hlm - we have reproduced
the lnfornati-on we recieved from hi_m starilng
on page six of this new
updat e. V r / en e v e f co u l d g e t h i s n a me, bU t he W aS ggl l i no
tho
i nf6
by
mal1 under the name of FUELMfZER.
TOM OGLE the rnan in EI Paso who got 1o0 rnpg from his 19?o Ford )ras
past awa y . . 9 u r s ou rce s i n E 1 P a so told us
le- dted August ig, 1.991 r .r r1c
rumor has i-t that he di.ed of an overdose, Some
ti,rne igo T rn'Ogie si;-d
an interest in his-system io ADVANOE
ruEL sysrEMs-,61d'rnousiiy D.,,"rr"
206-575-1594.&
2 0 6- 5 7 5 - 3 8 3 5 . L a st' we h e a r d , lir "v- n o *
- - seattl e , y $
claim that they could not rnake 0g1e t s systbm work "Ilowevef,'*u h6a:nd
some rumo r s t h a t th e y w e re a t o n e time tr ylng to ' sell the pr ototynes
that they had made at about XlBoOeach. They are now seLlinA a svbt*nt
t hat we h e a r d w a s o f a ma n i fo l d o r thr ottle
body injection- type- r .1,1 it
tp, hlOO for
9!1V increases_ mileage by about 3O%. they also want ,$&.0O,
the unit lnstalled
on your ca.r.
3lfcontinued
on page 9 !;i
N.S
Cbnt,ua.^e-tan
353538
2ffawa, ,/frr,ua,y 3t''{
jB5
rNveNToR
/VPogue
Charlet
,-ttrl n&
D O U U L E Y O U N O A S M I L E A O E.
iT".A,m)K
( l t,,r l r ',r !r ,tc t O / y OU l r nO r ) Ay t,nC h, ( i ,tr
v nF ol l /n/. l l ni i l l l nd 0i r S r r O O.10, F C r r r r .
onl y l 0( ) r no0. V. Pol ow c hl k , r t r P[tc
F r , M or gan, C O 8070t ( J 03) 807- ;586
t8
PA GE I8
FROM FLVER g€NT BY
lr s r i, r po to wc l{ A K 111 p t tl c r
l . n ovlst NG
59 . 5 0rroLA ?ER
PRE 6 ALE DEALEFSHt PS A?
QUIRYS G O T NO REPLY
,r,6fr?:
' ttlai;0,
>t#
+l
lt
tti$
tt
I
I
I
II
I
I
F T . MOR i 3 A N ,e O,
r"\
rs)z
g'ltt s(A'.tr U 6uaFrvrer.o
7*;>4'eriubr,v'QEauffi
I |Jnre- cn'17Drrus
L2 taPe. c,n 17 it'ncoi-" C,
D ato:
,/
I rr/t n
Doar S1r:
tn the Flex gaa vaporlzer.
0nnewtronLea of
Tbank you for yortr lnterest
pnoduct
effeclency o! your
a
the
dq..'eloped
lhar"
lncrenses
Careon C1*.y, lievada, has
'J:r
jee+.s
of gas
dr<lplete
l1qulC
only
veh1c.l"egreatly.
A tt'frlcal. carbucr'at,or
|-he
+,o
vapor in yottr
OnLy
lnto your englne.
-nart of thooe drols whieh turne
r.he
carbuerator bys+.en 1s very lnefftclent.
engine (roughLy 25%) burns, f,hus
1n polLut,lon anC carbon builcttp 1n yotrr engj-no.
Thje Jnconplete burnln6:'esults
blr turning a).1 of your gas lnto vapor bsfore
Flex correcte th:s inefficiency
Thus you 13et r"he rrse of nearly IQ% of your 8aa, poLlutLon
lt enter s the engine.
$nclosed
is large.ly elinlnated.
ollrnlnat.ecir 4r)rl carbon br.rj-.r.dup
is virtualiy
vrlrr lr'{1'1 f ind Forr[o]lLerature
on t]r1e nroJuct (exce':lt 1rr cases where.literatura
Thou6h expenelver 1f a
hss already beel sent vritlr a prev:ious cr"rer letter)r
produt:+"
pay
wi-ll
qulclrly and give many
per6on Coes nuch Crivi-n6 the
for itself
years of eavlngs on Aas exr)ensos. The eng:ne nust have a L2 r:o-Lt electrlcal
eysten and shoulci be under 500 cubl.c lnches, nnd nust be war.er cooled.
F1rst, here 1s a lltr"]e b1t of Lnformat,l'on abou+- the conpany. Dr. Rlchard
whlch
Strenr ls the Presldont anct founCer and afso the lnventor of tbis;rroduct
The Fl.ex 1e paten1e cal-Led the rr!'.lex Arrto Gasollns !'rrel Conservatlon Systen."
Last
Water Dtstlll,ors.
ted.
Dr. Stren is also the Proslderybof Internatlenal
bui not leasf,, Drr Strern is a true patrlor" jnteresr-ed J.n the weLL-being of our
to oppose those in our governnent who no lon6er seen to be
country a.nd willing
good
oeopl e.
the
I have been inforrned that h1s 11fe hae been
of
out for the
product ln an attenpt to keep 1t off the
thrs
r,rho
by
oppnse
thc,se
threa+uened
dollars bo see +.o it that the product
rnarket, bul that, Dr. 5t,ren has 40 url.t.,Lj-on
reaches the publlc.
Late last yea.r !h1 s prorlrrct' began to be advert{seC 1n
Inmedlateiy noney and orcle:'s began pourj.ng 'i n by +,he thousanCs'
Calilornla.
The conrany walj not exllectin6 such a rasslve response go soon and ao was not
6eared to handle al-l t,he ortlers that cane. fn DecernberSacrrrmento County Distrj-ct: A*utorneyor offlce obta.'r-neda.n 1n;':ne+-ion against the cotnpany slnce they
of ever oroduclng and delivcrLng such a
fel+. tha", the eonnpanyhad no lntenllons
uni|" to 1ts cuslorn€rsr Thin6s loolrerl bad for the company since at that ?irne
+,hey were indeed ns+, rrcared to handfe such a nasslve nunber of orders (whlch the
Attorney apyiarent,Iy lnte::preted as thelr havlng no intentlons of producDlstrlct
But srrch vras not the case. Thls fn;unctLon froze tlrelr funds,
*ng Eho unlt).
so everythlng was bro:rf,ht to a near sl,ar'.Cstj.11.
On February 2\, ;rfter.e eourt apDearanee thelr funds wero raleased a6alnr Bo
thlngs wel.r: ab-l.c to be6ln tncrJ:n6,'iqaj.n. The Bureauerats ha.re nttenpted to hinder
thir procluct by lnpoojrrg a 50" below .ze: o startlng tenperErture on thls prodttcf
w]'.'ch previousl.y onl-y vrorkerl at rrOo belorv z,e!'o, but'-he conpany has eaelly mot
t)r1n requiremen! (fcnti; it Jntelec'.Jn5 ihat, F.lex has to::tart,',r+- 5Oo belovr, but
the auto rnanufac+.urerg Contl ha're to nralcea car that st;rrts at hardly even JOo
belov zero ).
OnnevtronJ.es 1e no,.,rbe.lng very eauttoue beforo the product le agatn releaged
for narl<et, to be sure that it i.s abfe No produce the l,argo number of unlts vrhlch
vrlll. be rlernandedl lest a sinrllar injunctLon be brought rrgainst then a6a1n. In
tha next fevl rnonths, tho conpany n.i,t1 be conpletlng conc exf.enslve testlng on tho
In or around Ju)y, lO0rOOOunj.to
product and also gear:',-n6up for prociuctlon.
BV August 1t
wilL be produoed. Thls vrlll take eare of the baclrlog of ordcrs.
produced.
of unite
vril'l
rni.Lllone
be
that,
units
After
one
tirat
rn{Illon
feJt
1s
T feol lhat once 1;)ro1roto becornlng a doarer now Ls that co"rpelitlon ls ttJl'
jt
Ln actJ.on thcrc V II-Ii bo ;r
aeos
thc
irttbll.ic
duct 1e reLeaseC on !5o rnariret and
r..'1.,!
bc c18njn8 up lnt)ny
vr
evorywhere
clca,tor!.1
protluct
arrrd
nasslve d.emand for !he'
e()tnDettL.r-on
w1.1.1&.rl 6o.
to
trtucll
rlcm:tttu
und
rnoot IhIo
other doaLers evory\rrio1.e
ertJ. ru,irdY to
lrs
tvt".L,l
tttrtLLurl
of
or.fi.qn:lztrtlotr
]rj.u
A clcaler vho har: aLr.carly built
nr,'.rtty
OLhut'
boforo
tloralrttd
vs
masol
[]r:Ls
ol'
go and sef I lmrnecilnfely at Lhe tir,rc
d , oalofe
b rt ng
c olnpo!.i l i o n .
' !h J .E i rrrl s u i v o trubLi c
dontr.rndrray bc
ful fi .IJcd
n.i thl n
,ul l 1
bhe lroducU cones to nanJrcb, after r';hlctt saleu
6 nonths !o one year ailer
so you can 6ee thaL clue to tho shortnecc ilttr.lcxplosivertes8 oI t.he
tapor off.
per:od of large sales, the one r.rho 6ete into tho narket frrst hao by far t )re rro c t
chance +"o nal<e tlte r,roney of a }iJetime.
Havlng a un1.t yoursolf wJ-Ll be tho Sroatest olngle factor for offec llvo r,ha
c1f,g of
If you s16n up nov, yo',t t'rll.l recej-ve your unlt bofore over
eel11n8.
country do€sr Inaglnc the sofl:yr5 poten+-ial you rv lrl lrave J-f yotr ure the flrst
dea.lin your aroa to hav e l h i u rrro c l u c + ,.' L .1s o r S ettl ng busy i :nd s15ni n6 up Otlter
be
tr)o
on
the
msrhet
'.vlricluy1-11
er6 a6 600n as po6$1 o .L o v i l L C i v o fh e m a i ut,tp
+
.
oo
.
to your benefit;
16
llere 1s a Coec1;ljrllon of hon';he Plex vrorlte (rofer !o the Clagrarn). sas
j.nto
contaJns
box
fltai:
punp
ljre
so,l,eno:Ld
punpod frore your 6as tank by.yo"rr fuc.l
a eoteno-1-clvaf ve w1::-eha.t bhe f Lj.c!<of the nanuaL s'rritci. on tc'il elther dj-rccts
throu6h
the 6ao to the carbuerator vrhere j t brtrns the regu.lnr \'."1yor ilirects it
ThJ-s
reaclt.
the F1ex, Tl:lc box can be rnOuntcd orr ths pane). of you:'car for eacy
f,ag tui.La5ebettveen
eryltch ryil.l bo valuab.le for denronstra*"lnB the dlfferenco:In
box ie a fucl'
+-lle
contalnccl
thi.s
in
gas
A.lso
syoten,
olci:l-lqutd
the FLax and
calt bc easi'li
irhlcn
conll.ol
vafve
flow
per
:Lnclr
6qr,l.fc
f11ter anct a A - r pouncla
to';hc fl0ut
on
r:ar.
gtts:
contlrtues
then
Tlte
oet for the neelo of cach:i rrd.lvi-dual.
of
the
vaporizer
gae
bottorn
the
at
gh'ieh alwaye l-.ecpe crbout ono lnch of lJ-quld
FLox fuel purnp throu8lt fhe
F.'rot,there, tltc gas i.s pttrnlreclby the electrjc
box.
cor)ner tublng vrl:lch I s splicec
colled
hoat exchanger vrhlcir ie natle up ol 5 feet of
whit':lt
lnto your racLlerr-or1oce. The gas !rcr'/ tra.rrncontinuea on to Lhe heat 8en6or
continttes
tlren
cholre'
Tho
8as
conlrol.s Lhe oricning rrnd closing of ihc au';cnatic
by
about J inches
cquale
LO
lnches
about
ncasures
vrhj.ch
box
vapor..i.zer
t1e
orr !o
vanorj'ze
wldo vhere sone of it vaporizes r;inee:"t i-s lv&rnl' That I'lltlch does not
through. tl,c fuel 9r'InPr heat
fa]le to thc bottonr ol'blrc box c.nd:-s:'eci:'cu1aled
cont:l nues
i.-?c1.rt''-l'.a1;1on
exchan6cr ancl hcrt,; scit60r nhC'b:rr;lc to tho box again.
+.hrough
tlte FIex alr i1lter',
un+.:i.I it 1s va1;orizec.. AIr 1s C:.asn by your ear
t'ho
+,hrough the vapcrlzol box Yrhere J.l nixes rvith Saso)ittc vapot'and on lnto
yottr
englne
+-hrtru6hyoul carbueritLcr artil on 1:rfo
aj.r' c.leaner anc fron thencc
utne of starting and ra:'ntn8 ut Trhen sornc.llquld
the
at
Except
rvhero lt burns.
naybopreeent'yourcaJ|.l)urnson'lyv;rporrrhichi cthelnlypaftofyourgas
that burns anJn?ay. Thero vj.ll- be no Cecre:l.se 1n i)orrer rzith thie explool're vapo!'
since your.8a6
in factr Jou vlLl probab.Ly nOtlJc an.i ncleace, rerhaps dranaticl
\That happens 1f the capbuorator bacl:flre's?
ts nlmoct ),OV;',usable in vrrpor forn.
the
vaporizer box tlrat t'rj'11 allovr no backof
tho
entranee
at
Thero ts a valvc
pre6tho
box.
the
If
lrresiur"e of lire bacl:firo -is very rnrJchra
flow of lire irrto
atld the pre6suro eacape6r
6ure aenaltive opring on the by-pass doon olrens 1t'r!
rrumn,
pounds
(air
fuel
parl:s
f,er c(luaro inch nei,ert
filtor,
t4any of tho frlex
parts
store.
auto
local
to
by
]'our
etc., are roplacabl-e
8oin8
Thorrgh f have noL yct ceen !'Iex myself, I os cunvJ.nced it work6 becauea
Bllloroenrr ogion'aldlrectorofitg-statcarearandcspecial'Lyhisdadt'rho
of Fort Mor6an'
aponsored nc, aro wel.l-knor,/n repuie.bl-o. ancl 1on6-t':tnc relldents
to 51ve concernin5
Bltt creen ac L'nenb.ioned e;rrLler, hari a l')crconal. tcet:nony
Flex of llO nj-l c3 l,or galIon.
i
-g:arg
, F/EzM/zE,e
r 7?,ao/6ie /-{'
i aele eDsof)
ft{.7sa9o
A''FA
VAPO
r ^ftr I
i l l sl -
K r/-i .(
C IT
|
a
I
ALL CARS
l
I
l
i
d
r+:
1l
lll---_l
T
1l
i -:<l=v-\
fi,--#(,;*
TI
tl
/
iTl4
\o
nil(
j uf
isl
,9i
+h
0ll
mq
l
DI
'l
DTTA;
LS
fi..-lt| clJ,ttrrrttttf
, 5" tlt!t'1t8---6 - L/2" coppar co1ls.
.
nrota]
16tlou,,,o.,tn#Afl{frnool
T, )]
II
l
I
C- - - l'iakel arge enoughto accomo d a t teh e n n o s t a t fromtruck radlatorshutter'
o b talnab'lofrom any wrock ln gy a rc i.
l
I
l
l
I
il
I
/;\
V)
D ---Adju s t b u t t e r f 'l y va l ve w h e rei t i s full openwheneold.
E- --1 " -b r a s st u b e 2 -" l o n g th re a d e do n front end'
F---L/ 2" c o p p e rt u b e i n t6 e xh a u stp i p e - ins.ulate'
G ---3 ', fu n n e i d o w nto 1 /2 " tu b e -mo u nbt ehindfan, cover edwith fintii $6f881' 1'
H---4 " d j a m e t e r ' p an ,2 " d e e p --S o 'l d earl 'l fittings insicie aneieiut'
I- --'l / 4 , , c o p Vc r t r . r h i n g ,sr.re C gt6ei -e n a 'cctpietciy.tosed, ti' i*,' ru:,* *e;#tr e' ll^iil
t o m a kei e ts o n eac htube.
$creen
l---iouni Z Iarge-m.iii rr*ing thimbles(cut iop off); solder?0Snn*:sh
utl itltl .
fr ---; l: , ' - t i - r e s1e/ 4 " tu b e s i n to g a s l i n e abovefue' l pump
L- --Ret u r no v e r t l o w tu b e to ma i n g a s l i n e uelovtfuel pum p.
n- --f io it w j t h t a p e re dvre i g h to n S o tto mio seal taper edover fi#H tiilis o
I 'i ---G akse t s t o P a n d b o tl o m.
O---I / 2 " i u b e b a c k j n to e xh a u stp i p e .
'l rb u re to r .
P- --| / t " t u b e t o c on ve n ti o n aca
(th
ro
ti
l
e
).
v
e
,
v
a
l
R -- -Co n t r o l
S-- -E x h a u Spt 1p e .
i' l" r" ' r'
T- --T woQ ) w a y v a 1 ve'i n qas l'ine above fu e l p u rn p- u s e s a me ' t : r' P *
s va'lve. A diu s t s o I i n e t o c o n v e ni' 1 i-t i1 ' 1 ;. l
as in ( c ) t o c o n tro 'l ihi
-totot---instuii
thermostaton s'ideef-t'i:"' t
s
t
a
rt
t
o
co
'i
d
is o p e n
I
m a nfio ' l d . U h e nh o t, turns on l i ne to v a p o r iz e ra n ds h u t s0 ? r i
c a rb u r eo- tr '
't
h o se over th' is tube to a coFpqr
g' ;t
U -- - Sl j P a P'ie ce of /(u B 7 ttt?
6f
botto;n
to
cover
vatve
fro
m
to
p
-o
tru n s
P l a ce d i n ho se tn a f
heVaporizorchanges
the gas ('iiquid) to vapcrrso your car burnsjusg "'
nsteadof gallonsof gas. Some
cars are gei,trlng100,npg'otherso "V u
t is not h a r d t o b u i l d ; th e b 'l u e p ri n t a n d fu' !' l details if studjed fi;ir ' ' :
he bu ild ing o f i t a n d th e i n sta l l a t'i o n .
iti;i
t
he Va p o riz o rc l o e s n ' tre p 'l a ceth e re g u l a r car bur etor , but tvonksgiih i ' ,
I
' i:u.Dt or s t a rt s o n t h e r e gu i a r ca rb u re t6 ra n d a s tile notor and the Vdi) oi^::' r .'. i'"
ir
'
hot
manifold
actuate!;'
,
"iiv*
the
mo
u
n
te
d
o
n
P, a0 e x p a n s i o nt y p e i h e rmo sta i
g o f f ' t h e l i n e g o i n g to i h e re gular car bur etor , and sl' ti' r i;
f 6wt y s hut ti n
:
'line
'"'r'iri{l
going to th6 vaiorizor wiriin i:i a]reaclyp'lenty wariiii':'"ii':
iirto
the
[s
' r l{ ' Cl t
te m ot or t o s t a r t r u n i i n g o n ttre 'va p Ors. S o yor :tiust siai' t and goo.;;{"
,'
iFi &''j[or"
I ttvo on your wqy beforetthe vaporizor takes bvrlr, but it will whenb;'rr"ri'i
tti cal ] y .
,S, - 0 n 1 y o n e q u e s t i on , th e l i ttl e ta n k th at thr : coppercoils ar e il' i t:"' i .,": . i th,*
{ ;,;,t ' .t.,i !"t l r& V Q
t he va p o r i ' z i n gi s 7 " d i a me te rX 5 " h i gh. lilomeof the late r nocial
YQURS??
extraspaceava{lableunderthe ltood. DQES
that much
fiIot'7- *e/ro
FCR t) s E
l6A O O d
p*Ers
.4AyE raTta 1ylgre r/fs
ttoucat
t.t't 'ttsred * s;;;
a al ptd&, 3,'P raucl€'
Ft
{"'tava'
!*4i;;o*.+o'*i4r/
n'
t'l# t:" '" "r"r"+""1/#
Ad d ti
i o n al detai Is on tl ri s fab u ' lo u sd e v ic e ( v a p o r iz e r )t h a t I hope vri1'l ltelp
m a i<e
it a l i i tj 'e eas i er and un d e r s t a n d a bio
' ler y o u t o b u ild , and i nsta' lI on
y0 u r ca r .
I r ' r o t t l ds i nce re l y l i ke to se e millions of them built and put jn ser vlc€
- :t l r e r v a yg as p rf ce s a re to cta y.
i h a v e i n r pro vcdco n si cl ear b l y o n this design fr om r ,r hatit vr asr ,r henit vas fi r s t
p a t e n t e d b a ck tn tl re e a rl y 1 9 30' s; nr y impr ovem ents
makeit m or e autom ati cand
m o r e s e J f c.o n ta i n e dth a n th e o r iginai.
O n eo f t h e o i 1 . co rn p a n i easfte r test' ing sever al car s vr ith the vapor izer on
t h e mr v a ss o i mp re sse dr.ri th th e over i00 m iles per gal1on of gas, ihat they
p a i d o v e r trvo n rjI I i o n d o l l a rs for : the pai:ent to keep it off ihe r ,nr liet fr om
b e in g m a nu fa C :tu re d T
. h e y sh e lved tlr e pateni, which has' long since r an o ut.
'i n rp ro vedde si gn so it can be bu' i' lt and ins- ,,a' l' led
I . c o p y r { g hfe -d _ !U
by ind i v i dual s
1i k e y o u , a n d ,a fe r,rmi 'lI i o n o ther s.
T h e r e . i s n o 'c,h i nco
E n rp 'l i ca te a
d bout i.i. Havea sheet m etal shop r o1' l the 7" D i a.
x . 5 " d e e p .e sn ta i n e ra n d rve l d a seamon t;he side. This is the bn' ly we]ding I
d i d o n m : i tfe oa l l o f th e o tl re r;ojnis I s;o' lder edinsjde and out.
T h e - c o PD e F tu baet th e fro n t e nter ing the exhaustpipe also the one at bac k , I
s e a ' l e dr + i th p u rn b e rs
se a j , th a t you can get at most har dvr ar estor es.
The fhrottte.(R) shou'ldbe mounted
r.rher"e
to
the 'r.lrroti'le
armr'ri'l'lbe conneci,ed
the rod..-thdt
operatesthe throlt]e to i;:heregu'larcarburetor.
(C ) a n d 'a t (T ) m usi be cover - ed( i nsuiated)
T h e t l g - r + mi 'std ts'
v a p o r i z e ' n s0 n a L i n co l n 'a n .dg o t r .r el' lover 100 r n.p.g.
I had one of thes e
I f I c a n ' bteo-f :,fu rth e r h e ]p o n thi s pr - oject, fee' l fr ee to r ,r - it,e.
O n ei m p o r ti i n t'th i n g ', u n d e r Ite m "U' ! ilt the deiai Js, instaJ' l a ' f ine scr een
( 1 5 0 m e s h )o ve r th e fi tti n g th at goes jnio the ' lor /erside of the car bur e tor ,
t h i s w i l l - p re ve n t a fi re j f th e motor ever backfir ed.
,f uGG ,f s rloil
,LEp r dFF
A
u'o &kA
45
-hrA
I
I
I
I
d(
A
r
) SE t/ERAe
g
/ fatvt
eutf#
d./
f*fari/
'r/pt E
ft|,4rA
T 7-4't4rt
f-Rftrt"uf/t'.(
t t{
u &/fTE/V
,br,
n'
.+/1/a 'L. A.{
? ., ,r'
,gv/a,o
.
ftey
ou'ffial
t.t/6. f n
r.o FR€-
76zt
fa
D ftE
trt/
FHoE^tr/
.wr€
y'*Fa&t.za
R
.OEs/4/
TftE
ts/rrl
"wcalrt$
r
@"Last Januray ( 1981)
talked to a Mrs Albert pogue in Wtnnepegr
""
teiephone.
by
She
the wife of Albert Pogu6, Char3-esP6gilers
is
_Canqda
brother and she confirmed ihat Charles Pogue was at that tLme still
alive ai the age of 81 and thirt he was living
ln a rest home there Ln
Winnepeg. She would not tel-l- us which one and she wouLd not deny nor
questions.
We got the i.mpressi.on that ALbert was
conflrn
any firrther
w'ith
she
there
kept asking soneone else in the room what she
her as
questions,
but she said he was not at home. She also
Should say to our
said ihat Charles would not ialk to anyone nor would he arrswer any of
to help in any way ln our endeavor to rnake
his nall and kept refusing
contact wlth him. Since they have been hamassed and called by phone
more than they would l-i-ke over the past 45 or ao yearsr vre wiLl- keep
their phone number our secret and lei ihem have some peace.
In our own research into a better way to use gasoLine in automobiLes
we have yet to make our systera vrork out as we had hoped. We can do a
reasonable Job of increasing efficiency
at a constant highway speed and
have better than doubled the gas mi.leage of our 1975 OldsmobiLe vrj-th a
455cLd V8 engine. Howeverr w€ are unabl-e to keep the systern working
settings.
ft insists
on floodlng out at
at constantly varying throttle
w@have
tl mes of d e c c e l e r a ti o n a n d l e a n s too much upon acceler ationr
declded that if we are going to have this nany problems we ut}l attempt
something in the range of super hlgh rnlleage lnstead of just doubl.ing
mi.leage. Therefor we have dropped our research into the system shown
on page 28 in favor of a super heati-ng system that will
total-Ly and
f,uLly vaporize the fueL before it is ever mixed wj-th the incoming air.
The Latest world. mil-eage record has been upped to nore than 20OO mpg
in Sydney Australia
at the Warvrick Farrn motor racing track.
A threewhee ler p o w e r e d by a l O cc (0 .6 1 cubic lnch) engine- of the model- air pla ne
variaty drove the vehicle at an average of 15 miles per hour around the
rurlr
21236 :rr.pg during a fu1l throttle
track and obta:i-neC a fantastic
The second place vehlcl-e used the spri-nt exd coast rnethod or fulL power
almost
for short birsts
and then coasting wittr ttre engine off untilI
place w:ith the fantastic
mileage used
conlng to a stop whj.le the first
wide open for the entire run, The prevlous 1980 record
f,ull throttle
beating out the then previ'ous 1973
was 1 1368 npg set in Great Brltain
recor d of 3 7 9 n p g .
FISH Carburetor some time agor nade adapter
We purchased. an original
it. The carburetor
and some f-inkage changes on our 75 01ds to install
but could
increased pourer and acceleration
rnade the car run excellent,
not be adjusted lean enougfi to increase our fuel mlleage. In fact it got
worse (2.7 mpg) and after three weeks of adjustlng and experimentlng u/e got ttred of it and put the carburetor on the shelf. Mike Brown of
The Madison Company- Box 206- Berea, KY 40403 606-986-9744 has gone
lnto production of the FISH Carburetor recently and guarantees that you
can get a 20% lncrease or he vrlIl refund your noney. We presume frorn
to the originaL
FTSH
his drawings that he has nade a few rnodlflcattons
deslgn and probab3-y has more luck than we had w:lth one of the origlnal
carburet016.
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I f y o u r t n t e r e ste C . i n o n e o f th ese flsh car bur etor s contact Mike
Brownr. no ! - j J S . H e se l -l s th ? I fo r $189.10 with a m oney back guar antee
o f up t o 2 0 % t n c r e a se i n mi l -e a g e or .your m oney back.- He has- limited
produciion so far and you mqy have to walt some time to get shiprnent
of your order so be prepared. to walt. I{e also seIls Machi-nlst Prlnts
for t h e c a r b u r e t o r a t fi 2 4 .9 5 a n d Castings to the car bur etor at fi49.95
1f your are j-nterested i-n making your ov/n or goi-ng into manufacturlng
o n y our o w n . Ag a -i n co n ta ct Mi ke B rown, not us if you wish m or e j.nfoi
lV e fv e s e e n a l o t o f ra a g a zl n e a n d newspaper ar tj- cles over the past
c ouple o f y e a r s a b o u t h i g h mi L e a g e autor aobiles in the 100 m pg and up
r ang e. S o f a - r v , ' i th o u r o w n i n ve si i g ations
we see ever y one of these
v e hic les t u r n o u t to b e u l -tra h g h t machines, usually ar ound 1000 lbs
presune the public does noi realJ-y want this type of car
or less. trr,fe
a s th ey n e v e r s e em to g e t ma n y mo re than a few vehicles into pr oduction and v e r y f e r v o f th e se e ve r g e t so1d.
E v e ry y e a r t h e r e a re l i te ra i l y
hundr eds of ltem s golng onto the
mar k et t h a t c L a - i m to i n cre a se yo u r fuel nileage. These r ange fr om the
cow n a g n e t s i o v a p o ri zi n g scre e n s to a little
air valve that fits ln
our PVC vacuum line - be careful about buying these gadgets as very
few ( if any) vi-l1 work any better than a good tune up. Ilowever a. good
wate r inje c i : o n
syste rn ca n d o w o n d er s for most car s. ff you invest in
syste m be sur e it is of the type that is
any t y p e o f w a t e r i n j e ci i o n
va cuum or by electr oni- cs, those that
a b o ve th e th ro ttl e
o ntr o lle d b y
c ontr ol th e w a t e r fl o w b y a va cu u m line that connects below the butter f1y v a lv e c a n d a ma g e yo u r e n .g i n e a .s they inject m or e water dur ing. the
decceleration
than they do at any other time and thls i-s the wrong time
t o in jec t t h e w a t er. B e su re th e syster n you pur chase or build will give
ou m o re w a t e r d u ri n g a cce l e ra ti o n and less water dur ing decceLer atj-on or you m4y end up with some broken exhaust valves oi a'broken head
o r p ie t o n .
Ga l1 D y e o f R t # 1 B o x 9 - B e n to n, fL 62812 is the m an we, r aentioned
playn p age 2 7 a s h a v i n g b e e n o ffe re d a $1001000 a yea.r job to' quit
ng aroun d w i t h h i s h o b b y. We h a ve nr t hear d fr om hir n for som e' tim e so
ayb e h e d e c i d e d to ta ke th e j o b . Many people have contacted uF in the
ast y e a r t o s h a r e a b i .t o f j -n fo a bout their own pr ojects' and we would
ke t o th a n k a l l th e se p e o p l e a n d shar e a blt of this with a1l of you
ho read this book. 'Please do not abuse the,qe people a.nd i.f yqu wish a
espons e f r o m t h e m w h e n yo u co n ta ct them include a dollar to help them
or at
ith postage and other expenses in answering your inqulries
he very l e a s t s e n d th e m a se l f a d dr essed siar nped envelope no sm aller
h an a # 1 0 s i z e ...
JOHN WESLING- Preston, MIT 612-389-444A has been worklng on an idea
hat u6es a heat exchanger and modified carburetor parts and both heat
d vacuum to double fuel mileage. lle has hls own shop and the number
hown is
his
business phoner you can catch only
during
busj-ness hours.
JOE LASA}fTE (BOSSANOWTIIDTNG)- Box 223 - Boesano, Alberta
CANADA
that he
0Bo. 403-472-2475 has been working on hls own version
aYq is working gut qutt well and ls a simple system to make. He Eay6
that
so far he can get at least
rv4
Jvv
uri tL
w. r
<An oi A
vL4
VB engine
and the
JO mpg on hls
engine
runs
1978 DoCge )200 truck
Very
smOot:l tv:;i.
sOnevihat
m o r e p o w e r o u tp u t.
RICHARDPAUL of Janesvil-le, '//isconsln 608-756-1180 avera€es 8O mpg
o n h i s Ol d .srn o b i l e T o ro n a d o. He says he got as hlgh as 1l=9:.?g xl i i th hl s
prototype model and is now worklng on another one io :-:.rstall ln a
first
Chevy with 283 VB that he expects to do better than 18C :---pg',',:th.
IIERBHANSONof Elginr, fL says he has developed a vapo::z-!-g system
f o r u s e wl th a l co h o l . U si n g 140 pr oof alcohol in a For a ?:::fo h e s ay s
h e g e t s 0 to 7 5 n p g a n d the engine pr oduces m or e pov/er ' r r ' ;:- s cool er &
' c l e a n e r , 7T
h e sa rn e ca i w o u ld only get 32 npg on gasollne. - e- .:els tc o the
man have gone unanswered though and we do not have a curre:i-- ai.drese.
JOIOI G MESAL- Star Rouie 92334 - Box 374 - WriShtv,'ooa, aA 9239i
has bul1t a Pogue carburetor and has yet to be success:'u- ','E::1 r:gher
mileage but sals the englne runs yery wel-i, -Yery smoot;: a:-: i-as 8999
n ro ta tfy o n ce h e -ca n get the tning adjusted cor r ec:- ]' ;:e w 111 be
il;;il
a b l e t o ge t ve ry g o o d mi l -eage.
(f'OW:,nnMACHII{E& MFG) - Box 1568 - Corfez, CO 81321_has
JIM FOV'ILER
a few pro jecis of hls own. He has one prototy.cg- built
on
been working
n o w b u t do e s n o t ye t h i ve any test r esults. Sayq he wll- L be w:- ':- ng to
e x c h a n g e i n fo w i th a n y o f y ou who ar e inter ested.
KEN MACNETLL(ADVA]'ICETUEL TECHX*OIOGY)
- BOX 9478 - \','i:,;C: ]-]A"'EN'TT'
double tl:e 3as - 'r eage- 3 3 BB Op h o n e 8 1 3 -9 5 6 -4 0 4 0 S ays he can ejiectiviy
i {e i s'a n infor nation coll- ectoi tii< e maxy oj ue and w 1l l o f m o s t an y
"
u
i
.'
t a l k y o u r e a r o f f i f Y o u '-et him .
(UnnAeU U](LIMTTED) 109 Longlea-f Lete - l.*-anont
RICHARDGORANIT,O
jnOl
Sprinss. Ff,
305-869-4939 }ias been givi.ng Seninars allc c-ai-ms to
on a 1976 Cadrl-Iac with 425 cr-d VB engine.
g;t +5 to 65 111pe
Fl
WI{ERRY
BERNARD
- Box 148 - Saint Mary?s, \,4(/ 26170 3Ai'-5E+-7223.Has
th
e
se th l n gs for sever ai year s._ le now has - ualee di ffer ent
o
n
b e e n w o r ki n g
o tru o f th e il gets nim 60 m lg on hi- s Chr ysler - Co:c oba. Las t I
c a r b u r e t ors
" rO him was that ne lvas going :-:ito production aJia rai,{€-u one
we heard about
of the carbs al about fizro.
RAy COVEY - g?OO Trlnid.ad - El Faso, TX ?9925 IIas workei. on his
for m o r e than a year now and h a s a p p l-ie d f o r p a t e n t . -He : a s : ? ? 1 -1 b1 :
devic{
!:"
g "t a s h i g h a s-'ti O-*p g u n der ior " i6sting but- nor m"al]V tite average- i s not
and has
r'
E u i t e t f r ai g o o d . H e L Is h ad a couple of m echanics helping.t'
having in
ever
of
just
thlnk
problem
could.
anyone
about every
worked out
dur i ng'
quite
cjien
with_
us
been
in
touch
R a y"hls
o f" th i s-typ e .
; - ; t ; t ";
-ready
to market. He
his reseach and he" irow tebls that the devi-ce is about
w i th hi m .
touch
get
in
y
ou
be
inter
ested
mlght
l
f
i s f o o k i n g fo r A a cte rs
JOHN DRAPERo f cro fto n , M D 301- 261- 6847 Says he has fed all i nfo 14
6f gasollne into a com puter and then fed
r e g a r d s to th e ch a ra cte rl 6 tics
1n all the info he could get on the Pogue car'Ouretor into the 6ane Coilp u t e r r a n d th e computer Eays the system vrill work.
ARTHU|R
SGRTGI{OLI
the man rnentj-oned on page zZ \rtth the photographs
of him and his. bro-ther along with ttre iJsne-carburetor
buil-t hasrnt
ha d m u c h t i r l e t o fu rth e r h i s re se ar ch. g[! r or tr r os"- or ire
you who might
i n h i s d e vi ce hi_s or "- or ",i"e"h."
i"", r epr oduced
l : . i"
*s
rs: : v r r lul lr:l",
r ,""t
>peedg€ . A s yo u ca n se e ther e ar e some d.lmensio;;r
;;;;- -
C+R BuPErd<
7 u Ot*re
,/+"
\tl
|
{i
g_a?2*.1
f u0rnt6
\\
\\
ii
:
vi
ii
.,'f t'i,
-;l"B
l;,
ct-Ashtri'qA\.ifie'tEJ
.+ND
pt4f€
ffi
rJ,
i'Ri
i
\ i'
T-uu4 a-
]
-. -j:'
i{
t4f,S*- -/11--1,!lNUT
7votxrr
<uPP&
<+
wrLLrAMsROTORCRAfl
- Rt #6 Box i18 - oseto, M9 6rczo supposed.ly
vaporizor
has a fuel
n or do w e k n o i r i f
that
makir,g bui
-# " -lthev
-i i l i -r"are
i l a i "b
th e y
we have- no deta:Lls
ur " device.
on lt
FREDHOT,STE
- 3920 Federal riilr- Rd - Jarrettsvllle,
MD 21084 Also
has been working on one of these va-oorizlr
carburetor;.
so far he has
obtained- YP to
i{e may not give you any answers thorrph i f wnr:
15
TpS.contact him as h6 ti'ia u" firht he #outd"denyhavins
of miieag e i - f w e pri n i e ci h i s n a me .
"bt;il5fi"rfri"tfln"
Fo r t h o s e w h o do n tt b e l i e ve .th e ,P ogu.e ls r ear r w€
have r epr oduced. on
the n e x t ' o a Ae- a - co p y o f a n a d ve rtiiEm ent wher e one
wa6
at one tim e on
tho m a rk e l i o r s i t e.tb rri "
n i a n s.b i i r has tno.*lu""ior
( t, never sold it)
and las t w e h e a r d w a s g o i n g to d o some testlng- ;;- ii]- w"
f ew . phot o g r a p h s a n d so me fu rth e r d .etails and,dim ensions tr ied to get a
fr or a hlm and he
sai-d he would send them but has not Oone so.
I
7-
3CA5
_ . S 9 r y y a b o u t th e p o o r r epr oCuctlon
b u t t 4 e b e st 9 9 p y w e h a v e is a poor
r e p r o d u cti o n i tse l f
a n d c opy r na6hines
j u s t c an tt ma ke i t a n y b etler .
vir^Fsl^?at't-
ir\{.r
*--tj,st.j.j3
trJOP".:,,DSAI:'TOUS
l',Dfln,*T
\lty\l/
a
We talked to this man l-ast year &
.
o f f e r e d h i m $ 5 0 0 0 fo r th e ca:.bir etor
b u t h e to l -d u s h e h a C a l r eady tur ned
d o w n o ffe rs o f a l mo st fo ur times that
rnuch. I{e said that he v,rould siiil
give some thought about set -r-rng if
but right now he was arranging for ,
.
s o m e t e sti n g to b e d o n e on- ii- wi,;h
a l c o h o l-, ke ro se n e a n d g a sol- ine as the
t y p e o f fu e l s.
The mans name is IVAN PINIVTA and.
hj-s address i-s 'l0J Houde D:'ive
Sai-nt Norberto Alberta
CANADAand
his phone is
n 4 -2 6 9 -1 5 1 4
rYtft
rf .i.lt.'J
L' )i
u&
"f?
--qlr.-f
Thts 13the P oGu€ orV /IH }{t PEG
carburetor,' .bel tev€d' l ? be :ie
onl y one rn e* l stdhce.' :-* .-: . ": )
rvorth
i rJi LLrC .'.i 3 l l t-'5:c: l , nd
:ri ayJ go1';. ?rl r.1k
moC tfl cc'
o? tl rc pr .1l J:r.i c1,....
We asked hirn how he cane to otvn
t h e c a r b u re to r a n d h e to l d us that he
is a f:'i.end of the pogue faniiy and
t h a t h e so rt o f ta l ke d C har les pogue
o u t o f i t so n e ye a rs b a ck .
g:1,
:::k'lr
iSif
i3
"ooflf"it'il"u'i1
qn y 1 g q uested info when pe o p ie a s k
;H€
for ii.
others
has fai-Ied. to-s e n d in f o t o
al-so when he said. he I'rouid. do
SO,
ff you do happen to be lucky enough
t o g e t mo re d e ta i l s fr.o m hin l_bt us
k n o w a s 'w e w o u i d b e ve ry inier ested too,
l g _ ? d b y th e w a y, a p pear ed in the
- _ T h1980
July
lssue ot ttbrluningsMoior ttewi.
SOLD $f
7O
"".8
!.:li:ialLS'J' l.itt)
ii Ic Hl'.'Jil) ;iY
Jut'r,iJ, i:io
$ticce.igftiI brrjcci "
notrfioe Lryphon,r'
owncl h,ls tira
i l e i 'r t t c f ) ? u o o
urisalisi3clorybid.
l n : , S r e s t l n l lt l a d o s
COnsrclO.Od.
FoGltq !/ilitt...
i ,. 1.
S't''. i v vlrs
l,itlo+ 26e.t1;l1
:..;1.
iiir
J,ir1.i{. I C.iI'ir\DA
oil compatios,oilshaiksnoednoiapFly
=r,
ll
\//
For those of _youwho desire ful-l and complete patent drawings for
any of these carburetorsr order them fron the Ii.S] PATBI\ITOFTIdE
WASHINGTONT_
DC 20231 not from us, They cost 5Oc each and you must
l-et
them know the patent nurnber, the inventors name and the islue d.ate.
T_n"y are sl-ow like all other government agencyr s so be prepared. to be
about 90 days i-n getting your order from them.
BRA! DENNISa combustion englneer in St Paul, MN has been quoted.
as saylng: Carburetion systems being installed
on new ca.rs toddy are no
nor e ef fi c 1 e n t t ha n th e y w e re i n 1920. The best use for a fixed- ventur jstyl-e c^arbureior should be aF_? 1"rg9 paperweight. Todays iiquid
expel fuel particles
in the 400 to )00 mlcron sj-ze which travel at"url"
about
1, 50 f e e t p e r s e c o n C fro m th e ca rb u r eior to the combustion cham ber in
l ess t h a n . 0 7 s e co n d s a n d e ve n th e n only spend about .OZ5 second.sin th e
com b u s t i o n p h a s e .On th i s b a si s, i t is lmposslble to tr 4r n the fuel- j- nto a
vaporr mlx it w:ith the air and oxldize or burn it to froduce power.
.-,. Pogue and others have been rlght all al-ong, the liqui-d fuel must be
vaporlzed fuliy before belng mixed with ihe incon-ing alr or most of the
fuel goes right out the exhaust nanifold in the form of HC or as most
us know i.t 'ljnburneci l{ydrocrbons (Carbon Monoxide, Etc). ff almost all
of t he f u e l g o i n g i n to th e cyri n d e rs wer e io bur n, ther e would be no
need for the catalytic
converter. Cars uslng propane and bu',ane fuel- &
not fltted wlth a carburetor for l-io-uid :ueis- are exempt from federal
l?wg 'req u i r i n g _ ca ta i yl r-q co n ve rte rs as the fuel- is in a vapor to star t
wlih and the unburned hydrocarbons are so minimul that ihe ?ehicles d-o
meet federal s'band.a-rdseven ',viihout ihe catal-ytic converter.
Some o t h e r t r l vi a
th a t mrg h i 'i n ter est you if you do star t a pr oject
yorr
of
own with any hlgh mi.l-eagetype of system:
Gae
oI+n" ='.?tt?r'
t?3
nii,T:tf nr'Lrlz"iff gitllilr.
:l*i
L
nbtu per
"{ foot /- 1z4roo0
"l:"
fo9! / 7.48"ed'lons per cublc
galion
Atr
=
13.i cubic feet per pound (note our formula on page J
h a s-th i s re ve rse d even though the end figur es ar e r ight)
. 0 7 6 4 p o u n d s p e r cubic foot-
, ft seems that carburetion is sii1l tod.ay what night be consi.dered.
a .bl ac k a r t - v e r y fe w p e o p l -e ca n seem io agr ee on the cor r ect air r /pel
'rnlxture for the rnodern or any oiher j-nternal combustion engine. The
old standa.rd of 15 to 1 is just a bunch of hoggwash and anione can prove
it. However it seems thai noione can prove what ls the coriect mixture.
our car runs on a 49t1 ratio average - Ford has ex'perimented with some
t hat ra rr 2 O : 1 - s o rl l € d e i se i s ca n e asily r un 40:1 and yet deisel does not
h ave 2 . 5 t l m e t h e b tu a s g a so l i n e ... ?????? so who is- r ight ? pr obably
anyone and everyone. If you can rnake your car run on a 1t:1 ratio with
whatever fuel prepa.r'ati.on systern i.t has then that i-s coryect for that
system. If you ca:: make it run on a 100:1 ratio then that would. be the
coffect ratlo for that system. Nej-ther system would make the engine run
u si ng t he r a t L-o of th e o th e r .....
GOODLUCK
I
4
A/r"@iz
^r)
ritaken
WASHII'IGTI-,N--The nations
car owners
are bej-ng
for
a rlderr.
aCeoCdlqg
To Allen
Ja- Il.ace,
author
and hl gh- m i l eage
ex per L.
T hough
the ex ter l or
cf
the new c.r s
of the B0ts
ane bec om l ng
m or e futr .r r i dtl c ,
bas l c
c anbur etor
deslgn...the
technical
l :ey N o gneatep
fuel
effl l c l enc y ,..has ntr
c hanged
appr eclably
in r nor e than hal f
a c entur y .
fn a s oetety
w her e any thl ng
m or e
than 24 m onths
old
is us ual l y
obs ol .ete,
it
1s s hoc k tng
that
dr i v er s
ar e
wllrins ro put up wlrh rhls klnd of
-.Tr:::"fjrttg:"..
T h ls Je t e n g in e r u n s o n sl mpl e kerosj rre,
a crude ano rei aS i -vel y i nexpensl ve
It, ls a n e w d e slgn empl oyi ng i moorl ant rel l nements,
iu e l.
A ndr l t total l y
r cp la ce s lls p r e d e e e sso r w hi ch w as i n proddct,l on f'or Just 38 months, Why?
Be ca u se , th r o u g h r e - e n gi neeni n6,
i t w as possi Ll e
to doubl e the pemge of
a lr cp a ft
e q u ip p e d
wlth
thl s
new engi ne...w i th
onl y hal f
the fuel
rf thi <r kl pd of
co n su m p tio n - - a fo u r - fo ld
l n orreral ] orri ni .naw
l ncrease
lm p r o ve r n e n t se e r 4 s u n r e a l i s tl c f or autornool I Js I'
i i -'"' trrl ' *i r.i l "
ui ; rn.
Sh e lI M tte a g e M a r a tn o n : a speci al ,
threc-w heel ed """.
vehi cl e t"hat C el i vered an
Therers room for Lmpnovement.
ln cr e d lb le I,3 6 8 m ile s per gal l on,
The device aL the forefront
of the current
race fcr reccrd-breaking
rnlleage
ls th e le g e n d a r y Po g u e Carburetor:
Its cl ai m to fame l s i ts ni l l age tei t
co lr d u cte d b y th e F o r d Moton C ompany of C anaC a i n rrhi ch l t achl eved a
r e n a r ka b le 2 5 .7 m ife s p er pi nt--or
205 mi Les per B a]l on on a negdl .ar Ford
se d a n ! T h a tr s a h o t e n ough new s l ten to bounC e ofi Tel star todat.
If al l
th is
so u n d s ve r y "2 1 st C enLunyr',
consi den
that C harl es N . P ogue, l ts
in ve n to r , wa .s b o r n a t the l urn of the eentury...now
81 years ol d, and h1s
p a te n ts e xp lr e d i n 1953!
o r lg in a l
t:
As a result,
anyone can bulld
thls
revolutionary
deviice (lliany people have
a lr e a d y d o n e so ) a n d b egi n mul tl pl yl ng
fuel effi ci ency,
S pi ral i ng
fuel
rraohc
hE e e+.,f^A
co sts ln th e la st 2 tc K
for the
a w ave of popul arl by
;;s,;; ;;";;i.;;- ;.;"i;s- ":il;;";-;";";;i i ;""
across'the
natr.on. I{und,red$
o f in d ivld u a l
ca r b u r e to r s have been bu11t by arnj chai r
mechanl -cs l l sl ngr'l i 1
part, the lnformatlon
drawingb provlded in th1s manual. -And,
and technlcal
a fe w ve r slo n s
a r e e v en bel ng offered
to the publ i c"..under
heavy
ar,'i tl ra +n,/rF^nmFntal i sb
o p p o sitio n
fr o m De tr o it,
the oi .l conpani as
#;;"-i;"'
The eye-opening informatlon
1n thl-s book w111 alfow-ryou realige
tn.
p o te n tia ls
offers
a r e ...a n d ,
severaf met,hods of achl evl ng
them w"nrf
l th your
o wn ca r .
Bu t, 1 t is th e hope of thc edl tors
Lhat the i mpact of thl s Look
th a t neaches even furLher...to
wiII h a ve a n e ff.icl
the l nner w orkl ngs of
T h e ti me has cone to produce fue]-e1'fi ci ent
a u to m o b ile d e sig n .
carburetors
on al i new ears.. The tl me has come to decl qre our
a s a sta n d a r d fe a tu r e
ln d e p e n d e n ce fr o m OPECand afl forei gn
oi l l mponts. A ndz the Li me has come
to b r e a k th e str a n g le - h o ld of ol f companl es on the j ugul ar vei n of domestl c
transportation
and energy costs.
'l
.:
.i..:
Wh a t is 1 t g o in g to la ke to get some resuLLs?
P erhaps, w hen enouB h peopl e
ye a lize h o w e xistln E! p o tentl al -s are bel ng thw ar:ted and arer.w l l l trng to Jol n
to g e th e r with _ th e
cr y,' rgl ve
us hi gher gas ml Jeage or gl ve us deathl r!,
:
so m e ih ln g r e vo lu tlo n a r y w 1IL occur,
'r :L:i '