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