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By ALLAi\i
I,FTALLACE
PEA Research
PREMtaR PUBLISHERS-Fon wonh.
CA ffiffiti ffiHEGR
A TECHNICAL EXPOSE OF THE vr,ORLD'S AUTO hIAKERS
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USA
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f heleby decica'"e this book to'tbose of ycu who ere ihe i.rea:leis of iH-s coun
try You se the p,eople vho ra)<e the 6reaiest techni.ca't aoTance6 possible wher
.vcu do
sorethi ng about your
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V/el-1ac e
d.rea-os
Pub'lished by
PREI.IIER PUBLIS!{ERS
Fort lJorth,
Texas
a
paSe
19?9
I
Oak HilL Florj-da gets 84 mj-les- pef ga]-lon fron which has been equipped with
a turbocharged 4-cy1 rris modified Ford Caprj. :rkins dj-esel engine-. r . . 1g7
B - The f'lex Gas Vaporizer (as advertised i-n nati-onal magazines) and e1li for
a reasonable price, clai.ms to Couble gas mileage from most any ar and gets to
I lO MPG on scme...... 192? A stand.ard VIV Rabbit dieseL with turbocharger is t
ested and gets up to 55 miles per gal1on...... 19?7 - Tom 0g1e of E1 Paso Texas
claims to ggt 1O0 niles per gal1on on. hj-s 4600 1b 19?6 Ford Galaxj.e with V-B
engine. Running one round trip test from E1 Paso Texas to Demning New Mexico and
back used only two gallons of gas. His Vapor fuel System elinli-nates the stand
ard carburetorr only has a [hree ga-Uoi tank and emi-ts no carbon dioxide or unb
urned hydrocarbons. . .. 19?5 - A modi-fied Ford Pinto equipped with a turbochar
ged ltrissan diesel engine ls tested and gets to B0 niles per ga11on. o. o.. 19?
4 - An article fron Mechani-x fllustrated about t'Humidifier Typq f'ue1 Systems"
te1]s of a man by the name of LaPan who claims to get from 5O to 'lOO miles per
ga1lon with his syst€tll...... 19?3 - The annual She1l Oil Company empJ-oyees c
onte-qt turns out a world record for high mileage at V/ood River Illinois. A hig
hly modified Opel of 1919 vi-ntage sets the record with 376.99 miles per gal1on.
... .. j968 Ford Motor. Company begins erperiments with an engine that has a dif
ferent kind of combustion chamber. A fuel- injected version of 4F cid ts testeti
and runs very well on an Air,/Fuel mi-xture of 25:1 Ford i-s now rnerimentinE w
-j-th thj-s engine for posslble production by 1985..'... The late / 50ts and ear
ly 5Ots The Kendig and Fish variable venturi cargetors have some very interesiin
g mileage figures, the Fish even gets .r*n +rrvv nnnArrnf i, y4vsqv-*on on a ver
y smal1 scale but for reasons unknownr both of these carburetors fade away over
the next few years...... 1933 thru 1935 Charles Nelson Pogue is issued severpl p
atents on hls vaporiler type tarburetors and clains of 200 miles per-gallol crop
up afl over the wor1d. He never gets production off the ground and his carburet
or fades away, but Mr Pogue arld his carburetor have been a legend ever since. l
'lore than 5O yea.rs ago George Arlington Moore was issued more patents on fuel
efficiency systens than any man i-n history to date......
- Ralph
Moody
Jr of
Are all these stories true ? You bet they are, and these are just a few cf the m
any thousands that we havent I mentioned. f someti-mes wonder about our society
when I find that infornation of this kind can be dug up by an{ cne who wants to
take the time, but the publi-c never seens to get inforrTeo on ar,y kind of mass
sca1e. B,ut then f guess when you think about it r wlren every one is informed
they al-l want one and stories like these cam panic the oi1 ind.ustry.. If one o
f these super high rnileage systems v/ere to ever :rake it to mark-et on a mass
scale it could ruin our economy by 1itera1ly putting millions of people out of w
ork. One of six people who work in this country d.epend. directly on the automot
lve industry for their paychecksr q vrho knows how many depend on the oi1 indust
ry. .ff the o11 companies could 'n1y sell half as much gasoline next month as th
ey sold last month they .rould certai-n]-y have to fire one ire11 of a lot of pe
ople to keep from pay j ng out that huge payroll for which they would not have t
he money. You see r whole economic system j-s built on automobj-les and gasolin€
r ..
page
2
Because our economy J-s based. on the autonobile and the gasoli-ne i-t uses all
these inventors who come up w-ith a better idea, are never al-lowed to eet their
inventiotronto the narket. Of course you v:i11 never get any of [o adrrit that
inventions ca]r be suppressed, but never the less they dL. I have put thi-s info
rmation together from the research f have done in my own venture to build a supe
r high mileage system. Because it would take a set of volumes the s:,ze of .an e
ncyclopedia to give you al.l my research notes, frve included only the most inte
resting and feasible systems j-nto thi-s book. f feel the public has a right to
know and be given the knowledge to produce their own systen if they so desjre an
d to run i.t on their own-autombbiles. ff enough people are running around i.n I
OO MPG carsr the economy will have to change and industry wll1 have no choice bu
t to go along w'ith the change... ft seems that ever since the advent of the aut
omobi-lel the public has been buffaloed into believing that the carburetor insta
l-led on our ca.rs i-s the nost efficient that can be produced' And that an 'tri
r,/Fuel ratio of 1 q.l i e fhc 'rltimate mixture for gasoline to burn. But this
is not true is -the gasoli-ne w111 burn at nixtures of up to 200:1 and the 1521
sstis outright li-e welve ever heard. The carburetor, as i-nstal1ed on tht bigge
st autornobile for nore than 50 years now, is nothing more than an automatj-c fu
el flow control va-1ve - it does not vaporize the fuel at al.lr which musl be do
ne before the fuel w'i'i,'l burn. 15:1 is about the corect nixture when you inte
nd to burn only 10% of the fuel a€ j-s done by some automobllesLiquiA fuel wi.ll
not birn, it must be in a gaseous state (vaporized) befor j-t -udll burn - and
the carburetor does not do this. The carburetion systen begins at the point of a
ir entry into the sys .f and. ends at the poirrt of igniti.on, therefore- the in
take.nani-fol-d a-nd the heads a.re part of the carburetion system as are the co
urbustion chagtbers. The heat vrithin these parts of the systern is what tends t
o vaporize fue* so that it can burn. The carburetor only turns the fuel i-nto a
fine misty spray and meters it to coi-ncide rirj-th the ai-r flow. fn the avera€
e car cf today - only about 20% of the fuel ever gets vaporized for the burning
process, the balance is u'hat ends up as carbon build-up inside the engine lnd w
hai is cal1ed unburned hydroca.rbons being collected by the catalytic converter
or coning out the taj-lpipe, You car d.i-sprove the 1Jz1 R.lr/nrel ratio with yo
ur own car and a littl nf vnrrr l-.ime fiff your tank and then take your ca-r ou
t on the highwayt drile at 55 niles pbr hour for one hour turn around and return
to the your tank. Note the nileage on sa.me station you filled up at ald refill
yourodometer-atthebeginningofthetestandattheeqd.Nowgohomeall( bet out your calc
ulator. Yourie goj-ng to figure the.tlr,/ffrel ratio for tht 6ngine under ideal
conditj-ons at-a steady speed. You drove 110 rniles now figure your nileage by d
ividing the number of gallons to refill your tark" into the 11O ni-lei. Nbw say
foi exa.uiple i-f you got 18 mi-les !9r-93+1on, you used. 5. 1 g:allons of gai a
t six- Ibs pei' gallon that is 36.6 1bs. irot: you wlll have-to figure itre anou
nt of air-you-used, and at 11.1 lbs pex Lubic foot. If your engine i-s a nO cubi
c inch V-8 and turns 22n rpm at 55 miles per hoirr ( fina this out by instal-lin
g a tachometer) i-t w:t11 d:'ai; ii1 11r?18:?, cubic feet of air per hour -two [
ours will be 232\37.5 cuhic feet 61 1r?89.1 1bs. Now dirride-the air by the fuel
(11789.1 1bs ai.r a' J5.6 :-ts fuel) and you get a l\relr/Ai.r ratio of alnost
4921..0.. THE forrnula for fuel ratio to ai-r 1s always figured i-n weight r so
t:e
I J. | !v vllv 4 vf Jvs v&!rva
p€e *s er ; ' ke ir e
3
f he he st
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Gasoline at 5 tUs ler gallon./.ttls at 13.1 correct formula is as follows:inch d
isplacenent of engine dlvided by tro Irrs Der cubi-c foot. --- Cubic 'ii"[o" a""
*" air on$ on every other stroke) multipligg !I engine^rpt(tue cubic di;i;; uy-i
7ze (1?28- hour) inlhes pel.cublc. foot) nultipli_e{ bvg"119+9 feet of +l ,/-gas
ollo" Q_ equqls cubic ;il;;; of"minutes per air nulti/.cubic o.,lliipri"a by 5Ib
; equa-ls weight of gasol\neweight offeet of weight of dirride air by of-4r tj.\
equals ;ii;e-by c-onsun6d forrieightperiod of ti-ne equals Aj.rr/zue1 ratio. sa
rne gaso.Lr,ne you ratio at a ftrs plaln to see that if ybur get a 49:1 Air Fuel
ls_9n1y_2o% steady efficient, systen carburetion speed on-the hi-ghway and if dr
aet.ica-11y. f f you are -getto 80% ef flciency would increase mileage "-Go i"i-
18 npg' now and coirl-a increase ef fic j-ency to 80% your ni.leage would be le
iter thin 70 miles per gallorl- -. The carburetor a€ we know it is about the sa&
e as it was fl lgars ago of 9 years. and the nodern carburetor is even less effi
cient than thosetoday ale_not systems Th9 fuel ;; *ii""--S"solineawas cheap.carb
uretorinjectioncomes to of efficietrcYo To aum when it than stand.ard. nuch Uett
Er in of i;-';ii-upr-or every- 20 gallonsyourgasoline you putanceyour tark-- onl
y 5 i-n The be,l so w-i11- be uEed !y _e16ine.E"fio"" ai as carbon and wi]-i te
collected as unburng$ wil1 bLild up-by the hidrocarbons the ensine catafyiic ccn
verter or cone out your tail pipe as pollutione r r
.
i.'s 'rE , *J ;' l_ y ' e c
'lc
that I once drove a 19176 pontiac with V-8 and. automatic transnissionand f days
those I was a eot-"ioui lJ mpg on-the-highw3y.possibly hot rodder i-nout to 8e!
the_car get so I set nirch- fower as I Eould wanted as of the A.ir Force ;;;; a
littl-e iaster. f had just, come out airplanes use to where I was mechanlc so I
used one trick that an Engj-ne 69! more poyas possible and put ?T for take offs
. f leaned the carburetor out as rauchprogess did give.ne rn water inl*.iion to
help F9"p-it -cool. The lea:ai-ng channber scre r.*"rl"but cue tc th; riqiria-_f
uel- w1thin the cornbustioninstalled.the At intolerable'until the water injectio
n yal ;;;i ;;iia'np *u." power wlth this nethod - I found out that the same time
f was increasing I- was also increasing efficiency and end.eo up getting better
than 21 npg
or1
the highway...
no
w
c
Ever since then f have been interested in high mileage systerns and 2m at presen
t working cn a sinple nodification that could better than double the mlleage on
any car that uses gasoline and a standard carburetor. As a resul-t of my researc
h f have put together the following infornation for you to use as you see fit in
your own erdeavor to obtain better nilea€e -in 1/^,!F orrinnnl-i|!. HOweVef the
printed nateflal here haS been COpyrighted J V U,r Clu vvuv v+ and rnay not be
reproduced for resal e. Dealerships for thi-s book a.re available though; conte-
ct the dea-ler where you bought this book for more info or contaci me directly i
f he cannot help you. I truly hcpe the information given here wlll be of some he
lp to you & T ho'.'e to soo 641y autornobilee running around gettin8 50 npg or b
etter in the next few years. Maybe we can get our economy to start changing for
the better 1f we do sonething about it........ o..
! r^vfv
page 4
December
28, 1971 Inventor: JOSEPX-H
BALDWTN
Patent # 3r6fr r698
t
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Buren p^y y'n,.ve (,htxrvr;e 6tntou)
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FIG. I -Sloe ,'/ te u
Clt N €-
{epruet
Fueu lN r€r -
-,"1',-
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Ft6.2 fo e lte ul Ftoa r/va c u u tA Cueueea)
FIG. 3 'Toe {re d, ( (eN'ruet)
pa8e
,
The Baldrtn carbgretor shorn here is of a type that uses a vacuur which on the s
r:rface of the fuel -s ."""i"a by the enf,ne to lower theapressurert elininates
the standard produce. vapor. the-fuel to "ia-lrr""-uoiirns type caiburetor rith
Jete enti-relyr e{_replaces it w'ith a sealed """t"ii cbirtafnf-ng a float wilrr
a standard needle & seat a deliverv tube ;;;;;; ;d ; venturl true a11. lnlet an
d nixture control.
air j-s cut off by the rotary +r inlet valve to p"odrce a choking eifect-on-the
engi-ne-for starting. This-produces a very engine started iris6 vacuum and Ehere
for bo+19 glous! fuel to g9t !lt. intake manifold.fron yrlth the air already in
the tfrE t"pors'produced. along continue operation After ltarting, the al.r va-l
ve is opened enough_ tovalve to control theof air Crr. engine and'fron then on a
cts ai the throttle the engiTe, the fuel enter:-ig the Jtrti-n". Because of the
vacuum created by fuel and produces rithin ihe ""JEa chanber boilsdellvery tube
a fuel vappr ; lhi" rni xture type to the veaturi fs thenlucked along the "ipor
c oniroi. Within the venturl type n'ixtr.rre control is a butterfly'valve to con
trol the flow of these vapori- and this butterfly valve must be connected with i
:-"r."E" to the rotary "ir inlet valve so ab to be able to control the Air of al
y typg. tha!-w'i}l do zuef ilixture. The roiary aj-r j-nlet valve can be pedal f
or throttle control. a"a-ca1 ue conn6cted,to the accelerator ;;;-j; The inventor
6ays that heat nay be applied to tlt" sealed chamber for gas better efficiency-
"(in effect, not-requiling so nuch vacuum to boil the ,"itrri" iii- No -iirej. p
unp i-s iequired-with tnis system as the vacuum w'ithi-n the sealed. chanber w1f
f- continue to suck in fuel fron the tank as requiredThe rotary air valve is the
controlling factor in this gysten producing engine..It. the vacuum ""qr.,i""d b
y allowing L_ess air into the turn a highnay be Yery rpm and rcav to a1iriCitto-
i.it this iysten to-alIow an engin_e_ the systen will work produce a rodi of low
ei for the lack. of aii. However to the size of the ;;;-;;;fa u"-"xp"riretrfed w
'ith to getinventor makes novalve and venturias specific clains fU" point requii
ed for high lpn: The to *ile"g", "tticiency or-pollutj-on produced by his carbur
etor. fn the
Baldw:ln system,
page Apr11
6
Inventor:
4,
l97Z
of,iltmR M TUCKER
Patent #
3
,653 ,643
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Ftotr
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page
7
'*itftitt
and aLr The Tucker carburetor shown here is basi.cally a systen of fuel to burn
to create vaporous filiers workingi togdf,he-r an internalacombustj-onraixture s
ufficient engine. of the cYlinders.
Because
is filled the bottorn of this carburetorbe mounted. entirely-with-the nain seper
ately^.3l1 at such nust ir:_t"rr I flgat-crranuer the top ""oiiiii"e as to iaitt
aitt r-i""f 1eve1 belowordi-nary of the filter. Maln a position type.4" fi-lter'
arld through an itrto the carburefor:-" ;ii";;i;i and Inru the nainthe a.ir the
n p""i"" downward into and uPy?rd into. a vaporizing filter The bubbles the liqu
id fuLf where upon i.t fuel and. li-lter createsnixing cha.nber.are bro' bubbles
which air passing tirru"[rti" liquj-d above the ll.quid Ievel thereby vaporizin
g ken up by the part of the filter the fuel. and a An auxiliary air inlet is pro
rrided along "+l! it9 own air filter to entcontrolr -thJ-s allows extra air butt
erfly varvi fo act as a nixture t!".origina1 ii-xture from being too richer the
mixlrrg'"lrrrbJr to x"9n rnj.xing 6hamber it is swjJrled away from the As this a
uxiliarv-ai" enters th; in t[e miring proces6 a11d keep it frorn center by a tir
rbulator to irerptoo -to a mixture-lean traveling strJghi-aorry, lnio ttre 9ngln
9 and-cieatingthe the accelerator by Linkage_ to This auriliary ;fi noust be con
trollEd p"aaf along *.i-ttr the nai-n butterfly valve control . s.i mnt that wor
k's well when fitted to stationary engi-nes where ^enginee systemconstant. Mixtr
:re control by linkage ca+ b9 tricky when the is-constaltly_ crtattg"d uP. ald d
own. l"lixtr:re control can be your engine rpm "pil-i" 'protf en-*ir.i U"i1dj-ng
-any trign mileage carburetor. liEE""t !yp" a marr by This carbruetor is of the
basic fcrn orwhlie written about in Pn articlt LaPan fron a tg?4 Gi""- oi Mecha"
i*-iirustrated was more about the +?ne oftype hunidifier clairoed. to g;a gO to
100;pg. ih; article nain vaporizing f+]ter rotates through.the. carburetors tiro
uiir, where t[6 rinrr.irt fret a'd air is orawn through i part 6r tite filter th
at is not under tbe liqui-d. this Mr Tucker rnakes no specific clairos to effi-c
iencyr- but does gl"it engi19 or- ilry gas to the carburetor wi1l deliver a cora
pfetely vaporizedthe burning process w1thin which is nixed w-ith sufficieni air
to c6mplete the cylinders.
n !*sr},*v ! !4Vq4u 4Bv*
page Febuary
I
Patent #
3
?4t 1970 fnventor: F0RREST' E GIRRARD
t496fil9
lilxtuae etn CoUnur lerVc Hir N
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Exunilde
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s
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trrT€FLy r{euVe
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flat €xaaust
fru- PrPe
pa8e
9
The basics of ttr€ Gemard carbrrretor shown here are sinpler but can be a bit co
rnplicated to. bui-ld. ft works on the basis of a sj-mple heat exchan6-
er to vaporize the fuel.
This carburetor uses two lnpe11ers driven by electric notors to suck air through
a venturi type fuel noLzl-er arld then send this atomized fuel & ai.r *11t"i" t
hrough a trblt exchanger to heat exchanger til the fue1. This vapor'iiea nixture
{hen remains inside the fu1ly vaporize such tine as needed try the engine. A sl
ight pressure is naintained within the heat exchanger by ihe impellers. As the e
ngine requires fuelr I valv€ controlled by-linkage to the butter -and al-lows th
e vapor to nix w:ith inconing air to the f1y valve i-s-opened This viLve for mix
ture controll as with nost other systens of this "tr!ine. be tricky to get into
co-ordination wi-th throttle opening. This tyi", can caiburetor is a simple vers
ion of the Pogue carburetor shown l-ater on 1n fir:-s book, and could be hi-ghly
dangerous due to the a-ir entering the heat exchanger-a1ong with the fuel. The
wise buj-l-der would be wj-se to have one or morE heat cdntrol valves affixed to
keep temperatures fron rising to a point where the fuel w:L1l- erplode. a1"9 th
is air,/fuel mj-xture within the neat exchanger should be kept very richr so rj-
ch in factr that an explosior would normally be iropossible. lio sr.eei fi c cla
j-ms are urade by the j-nventor other than conplete burning cf the fuel and a re
duction of pollutants being released to the atmosphere.
page
DecerobeS 25 rJ966 Inventor: HAROLD SCHWARTZ
10
Patent #
3r2941381
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page
1
1
The Schwartz carLruretor shown here is somewhat different than most heat exchang
er type carburetors i-n that it al-Iows hot exhaust gases directly in ',o the ex
changer. The top view shows the air inlet surrounded by a vaporizing cha-nber in
rvhich you will. find a a fuel- inlet and a fuel return li-ner and surrounding
the vaporizing chamber is the hot exhaust inlet. The side view shows the r'ue1 i
nlet to a spray nozzLe whi-ch is very close to the exhaust outlet into the chamb
er. Liquid fuel that has not been vapori-zed W the spray nozzle & the hot exhaus
t -wi-l-l drop into the bottornr ard after reaching a predeternined leve1 wi.ll-
be sucked off by the return l1ne.
liot shown i-n these drawingsr a.re a series of baffles just above the fuel 1eve
l in the bottom of the chamber. These baffle catch any fuel that i-s not fulJ-y
vaporized as ihe fuel exhaust mixture passes through them before getting to the
air i-nl-et. Vaporized fuel passes through the vapcr nozzle to be nixed w-lth th
e a-ir for the burning process. Thi-s carburetor shoulo be considerably safer th
an most, because no air 'i s all-owed into the heat exchanger. This carburetor s
hould work well with any engine that continually changes throttle settings due t
o mixture being automatic. The more the trottle is opened, the more exhaust thus
more of the fuel belng vapcrized upon demand. No rnechanical mixture control sh
ould
,'
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vv
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ro,'l vqa
The inventor nakes no speci.fic clairns as to mileage increase, but does claim t
he carburetcr to be alnost 1OO% efficient and thus producing virtu-
ally no pol lutions.
page
May
12
2, 1951ROBERT
Patent #
S
SI{ELTON
fnventor:
2t982t528
Etecr4r
c
F/G. I F., Punp
fieenosrsr
Qttn4u
Frer Flr-r gn,
Fvet-
{ su,r.n
lat
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Bn,,ery
AteF,.Ten f HoustA/9
'l
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FrO 2
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-Sut tfcn
8n FFI€.S
..*-Tuee,aosr+t
ul
frrou*
tses To H eat t ila €re'
,4eAflrla
Etea€Atf
\"ofieAnssT^"r Perrrren fu^p $ fi ccereRATIA
Eur"tee ty
Vnr-vt
page lt
The shelton carburetor uses both heat and vacuum to create a vapor flom the gaso
line. This carburetor consists 9f lgra;;halnber rn wuich a resi_ voir of fuel- i
s naintained. Shelton used a1, elc[rlc ifo"t typ;;;ftcU-in"t " would shut off th
e electric fuel puTp when the desire6 fueL i"v"i has been reached and to turn th
e punp 91 when the Levet fa-lls. iio*"v"", any "g"i" type of float arrangenent w
ould sufflce.
At the bottorn of the cha.nber is ar1 electrlc heatlng eleurent controlled by.?
thermostat in the liquid firel and tr.rrned, ott off by the sw-itch. Shelton cl-
aims the hea!+g elernent sloutO";ra maintiinea ignition Ut ;E-;-;;;perature of l
05 degrees far_enheiglrt. Thi-s tennperatrrre sttou:-a eo"pi""t" a considerable
anount of fuel whlch then Tuqt ig"" upward. tfuouit-i. series cf baffles which w
111 "o11:.!.'AI_liquid aro!1ets ina a]-low iteru-to a"ip back i-nio the bottom o
f the cha-nber.
thg of the evapori.zation cha.nber the fresh air er +.t i-a lop cha.nrber via a
type of venturi. Thi;-ventr:riis allowed to entthe-nixing is the ann.{-rnl'1 1 u
uriLlur-rrng ractor for this carburetor - as the throttl..co"t"oif"arnixture but
ter."1 ,, iry i.^"1 ..^ l-s openedr a vacuum is created around this ventrrri suc
kirr.,t-he varve .i ^
frro'l ir.n^Fo into the mixing chamber. +
Below the chanber is a priner_ or accelerator puep mechanical linkage to the thr
ottle valve. Fumpini tir" being connected by a acc6lerator few tir.res nrlmes th
e engine'for starting, aft6r Etarting ih;-;;;i"" pedal this +l-^ ^^+^ pump acts
rne saJne as the accelerator punp on the staldard 3ettEci venturicarburefor you
now have. The inventor clains that ^up to - eight times the nileage carbuletor c
an be obtained fron his model. No other cliYrs of the stalclard
"r"--maO".
PEA
R
es,earuir
page
14
October 22,
'19-!g
B NEWBERY
Patent #
2r218 rg2Z
fnventor:
IVOR
2fu-2
Veoo" ii
lNrer
Tu e€
>{
U!!,^uo'r
rL__
i€
IJ --ll 1l
o
l,,,
/-\
l t---l--at
,z
\
u
I I
H -_--\--ll
f.l
Exxn usr
t li \--,it
z
--\.
b
I I I
H ll
Heat
E\CTIAN(l:€R
p
t
Ourter
'+l,/o
p
z xrc
ir rl
tl tl
I
ElHAust
b
I
lNrer
I
.^\r, Der-r{e
\-tt Tue6
8urf
enLY y'ar-ve
page
15
The Newbery carburetor i.s not really a carburetor i-n the nornal sense of the w
ord. Rather; it is a series of two heat exchangers that deliver a vaporized fuel
to the intake nani-fold of the engine. The two heat exchargers are of a type th
at provide a large surface of heated metal (in the form.of baffles) and a rather
long path for the fuel to travel before being nixed with the fresh air. Thi.s l
arge heated area & long path are the neans for vaporizi-ng the fuel before it is
nixed with the aj.r i-n the intake nani.fold. The fuel enters into the first ex
chalger rria a controlled spray nozzler thi-s first exchanger vaporizes a large
porti-on of the fuel which is then passed i-nto the second exchanger for further
vaporizing and expansion to a true dry state. Exhaust frorn the engi-ne enters
the second charnber first so as to produce a hj-gher temperatu-ne to be transfer
ed to the fuel just before being al-lowed, to nix w-ith the fresh airr supposedl
y to bring the already vaporJ-zed fuel to a truely dry state. As no neans for mi
xture contro]- is provided I presune that the fuel is controlled by the spray no
zzLe and the choke valve being interconnected to fhe throttle so as not to a]-lo
w too much air for too lean a mi.xture. The inventor prorrides no systen for sta
rting, so a priner of some kj-nd wouid have to be affixed. The inventor na-]<es
no specifi-c claims as to effici-ency other ti:an thls carburetor delivers a tru
ely dry vapor fuel to the engine and produces very iittle, if anyr pollutions.
PEA Researcn
pa8e
15
January 7 t 1936
Patent #
21026
Inventor:
CIIARLES N POGUE
flgg
,lA"uun
y'loron
Dnrr'e 0op
\
Pn.p
A
te.
Heet ExcH^Nde
FxttAusr
OuTt€T <-
A
lther
llset aeeExcttAil
ExPeugr
/rttter ._
U\
FoB
An /uter __------->
ft-oat /'/'
,f ette
r.,
sPa&
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Fuet-
lnt.r/
€uecPeTuR.tt
To
vv
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Etdtv€
{ii9
Arvy
#,* '{#
ill,,5
1l-, Ac5 rd1;t , -/ <1 tl llrr.t dr{f ct-'r,( (!
i5
il
/
Fill.r> \ )
I'L' lt ;\
9]e 'I
te
4Lr
i
,J*L)c' {rtt\5
fa,s /s Txe Last Or Tne fuau. Pat"^tTs I
Qarv
?at.ut ?cotr.rroN Rlq*rr
Out !l tqs3
|
Otte Cau LeaAr..v 8".,.o Th,s CneeuR.€roR-
page
17
here is the last of the legendary 80899 carburetors drawings of the early fiiiiy
t". Upon studying thea.re si-mp1y.on page 1.6, 19t & & 21 heat exchangers urith
the ine Polue carburelors vo" *irr se! iilt i.equirea co*pottents encl6sed that
make it a complete carburetor into one patent #n26?g8
I
she+sn
rr-i
of a form that provides a large arga of heated metwithin i rather smaff unit. f;
l #2026?98 belng spirally wound to alexhaust "u"r".emiglf-look like a spring, sh
eet metal heated by the engine into a il";;h;t the fuel i"- i".orpo."f"d into a
unit that uies splay nozzl-es to turn iir," misir arld with a forced air inlet t
rrat bubbles up_ through a reservoir of i".r.alonf vriitr""-p"rp to suck the nri
st and air into the exchanger. heat The pump is vacuum operated, and purnps the
fuel vapor ll"i__!l:-, fi-rst fuel expan{ the into the second exchenggr t9 iurth
er vapori-e and exchanger T[is air and fuel mi-xture within thewhile "*ci,itgbr
befoz.e oetiver! io-tr," or fire "n?i"u. will be surri[ieltt-v ric[ to prevent a
ccidenfal erPlosi-on unier a slight pressure created by the pump' f"i"S naintain
ed. a vJithi-n the second. chamber of the heat exchanger is by rotary-p19g-Y+ou
necha{rical l+lkqgg This valve must be connected for control of mixture. the acc
elerator pedaI. Linkage should to the butterfly valve controll-ed. by mixture. b
e provided. vrith neans for adjusting the The riquid resenrcj-r sha].l be mainta
lned at e predetermined 1eve1 by into nazzles dropping back l_iouid that has not
been turned to mist from theto ;;-' i^rfnmt c fV a float valve that will open E
""p tlt" Ieve1 frosl ris;;a u\J \' ,ulll ;-llu to is i;; u.iorr. ift" p"ehet-erm
ined point. Th" float valvethe to be connectedtire a intake side of to return ic
:etr_rt'n line that wirl allow lire fuel iuel punp. patent #199?49? vrill show
details of the spray nozzLes and the ro'r'ary in plug valve, thesb liems are ide
ntical to the ones usednot the later pafent. haye, this punip did #20?6798 incor
poraies a pump tfrat previous nodelsrnust be fitted srith a' l€and ::raintains t
n*-ity-vapor it-" sligirt pressurefrrst chamber. #2026798 to reiurn excess--pi"i
Eur"'tc the where as earlier models d'onrt iief valve "lug ir-corporartes the s;
ira11y woir.nd heat exchanger arr,l Ce+-a:il-s that alply t; al-l model,s are on
lages 22 thru 2r.
The heat exchanger is
page l8
fi;'f:-z
.5 ecot)
Cn nrlB,en. /
oA
?R,essue€
'l1cuu*t
Lv,tG
(/
<-
Elnacst Oqtuer
Foaceo Qt*
ltttet
BREEN MOTOR COMPANY LIMITED
WINNIPEG
TO WHON,I IT MAY CONCERN:
run over I made a tesr today of rhc pogue carbureror installed on a Ford eight-c
ylinder coupc. The speedomacr showcd thal this clr had llreedy
miles.
t.frll
wind blowing. I drovc south for car 26.2 miles on one pint of gasolinc. The temp
ctarure was avcraging around zero with a stront north by the spcedometcr reading
s was 26.2 milcs whcn thc gerclinc wes erhausted end thc fifreen miles and back
on the same road, and the disrancc as shown
I drove rhe
car sropped. it pcrformed cqual Thc pcrfor.mance of rhe car was 10090 in every w
ay. I tcsred for accelerarion. get-awa)'from a standing sten. end at all spccds.
and than any car with a standard carburelor' to. if not brtter, pulled up a At
\er) slow speds. under ren milcs an hour, it was mtrch smoothcr in opcration tha
n a standard car. ln fact; below fivc milcs an hour it withour laboring of any k
inrl. t stepped on the accelcralor when the spcedometer was bclow five milcs ln
hour and thc car 3ot e*ey witho slight grade
falter'
BREET'.
MoroR coMpp.Ny LtMtrED. (SiSncd) T'G' Breen' Prcsidcnt
FORD MOTOR COMPANY OF CANADA LIMITED
WINNIPEG BRANCH
I{r. W. J. Holmes, 894 Wellington
wrnnipeg, Nlanitoba.
Dear Sir: Crescent,
Winnipc8, Menitobr, April 3oth, 1936
\,1r- Purdy- and I appreciate very much your interest in arranging lest for us w
ith Mr. Po8uc. Ar the time (he test was madc *e covcred 25.7 miles on one pint o
f gasolinc. wrs turned off' Before sraning rhe resr, rhe car was run unril thc m
otor stalled for want of fucl. Thc pinr of gas was then connccted; the main supp
ly tank and the test started from a stalled motor. \\,c are al a loss to undcrst
and thc reason for such marked cconomy. Howcver. every consideration was shown i
n carrying oul test and acqu:inting us wirh rhe dcsign of thc carburetor. Yours
truly.
(Signed) D. F. SMITH.
14? Collegc
Avcnuc. Winnipcg. Manitoba'
Augusr lOth. 1936
TO WHOM IT MAY CONCERN:
model' I hevc trkcn I hav? rodry had thc plcasure ro make a rcst of rhe Poguc Ce
rburelor. Samc was inrtallcd in r Ford V't Coupc' 1931 "t"t Fti,. rions to turn
off the speedomaer to nil on thc trip milcrge. lge ar lhtcc mllca I drove rhe ca
r rwenry-cighr mila on onc pint of grsoline. I tcsrcd thc cer for spccd u9 to sc
venty-fivc milcr per hour and 1< or form' hcur:and thc crr performcd cxceprionel
ly nicely. ln fact. I cen sey the pcrformancc wes ell enyonc could dcsirc in eve
ry shrpc Yours TrulY. (Signed) S. STOCXHAMNI ER
FaSe
19
April 9t
fnventor:
1915
CHARLES
Patent #
N
POGIIE
1
,997 r497
.frtz
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tw
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page
n
Patent # | fi97 ,497
April 9, _193,
Inverr
bor:
CHIIRLES
-
N
POGUE
BAFFL€
N
*W,
\n'
\
Lttt x a a€ A or,,sf Agu€
7
These i-tens a-re identical for #2026798 excePt WLJ plu6 valve i-s used instead
of 5U -,^ r o a . a a a . .
that onlY one rotar"Y
page ?l
January
]r
1935
CHARLES
fnventor:
F
N
POGIIE
(ldentJ-cal
25
J-?
to
Canadian # 35t138 U.S. #1997497)
iatu-e- |
-J
-
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It lt I t,
21
v
33
F;rtttnt 2
-
pa8e 22
Carburelor 353J3t
I his irrvention relares to a device for obtaining intimate contact between a li
quid in a
truly vaporous stale and
a gas. and
parricularly to such a device which may serve as.a carburetor for internal combu
stion engines. Carburetors as commonly in which a used for supplying a combustib
le mixrure of air and liquid fuel to internal combustion engines comprise a bowl
terminates in supply of f uel is mainrained in the liquid phase and a fuct jet
which extends from said supply of liquid fuel and the cylinders. a passage throu
gh which air is drawn by rhe suction of the engine cylinders. On the suction or
intake stroke of vaporizair is dra,,r.n over and around the fuel jet and a charg
e of tiquid fuel is drawn therefrom and broken up and partially cd during its pa
ssage to rhe engine cylinders. In such carburetors a relatively large amount of
the atomized fuel is not vaporized and enters the engine cylinders more or less
in the form of microscopic droplcts. When such a charge is "fircd" in the rhe en
gine cylinder, only that portion of the liquid fucl which has been convertcd int
o thc vaporous and conccquently which is drawn into molecular srate, combines rh
e air to give an explosive mixture. The remaining poltion of the liquid fuel but
the cngine cytinders and remains in the form of small droplets does not burn an
d thereby imparl power to the engine.
rends to increase the cylinder head temperature above that al which the engine o
pcrates most efficientlyI lrave found the efficiency of a carbureror can be incr
eased if the liquid is broken up and converted into the vaporous and independent
of thc suction of the engine. I have also found that the efficiency of the engi
ne is further phase and if the previously prepared fuel vapors are caused to exp
and before being introduccd into thc engine cylinder pressure' so a reserle supp
ly of such liquid fuel vapors for introduction inro the engine cylinder is maint
ained under a slight
increased
-
in advance
if
rhar when the conduit through which the vapors pass ro be mixed with the atmosph
eric air being drawn into the engine c!'lirders is opened, the pressure will cau
se the gases to be forced through such passage and their introduction into the c
ngine cylinders wilt not be dependent solely upon the suction created by the eng
ine cylinders. It is an objecr of the presenr invention to provide a carburetor
in which thc liquid fucl is broken up and prepared in idr.ance of and independen
t of rhe suction of the engine and in which a reserve supply of dry vapors will
bc maintained rrnd:r pressure ready for inrroduction into the engine cylinder at
atl times. lt is also an object of the invention to providc a rarbureror irr wh
ich rhe dry vapors are heated to a sufficient extent prior to bcing mixed with t
he main supply of air which more in' carries them into the engine cylinder to ca
use them to expand so that rhey will be relativety lighter and will bccomc tir-n
ately mixed with the air prior to their explosion in the engine cylinders. I hav
e found that when the reserve supply of dry vapors is heated and expanded prior
to being admixed wiih thc atvapors will mospheric air, a greater proporrion of t
he potention energy of the fuel is obtaned and the mixture of air and fucl
explode in the engine cylinders at the correct rate and without any apparent rai
se in cylinder head temperature' \,tcue parricularly, the prescnt invention comp
rises a carburetor in which liquid fuel vapors are passed from a main
vaporizing chamber under at least a stight pressure into and through a heated ch
amber where they are causcd to expand and in which droplets of liquid fuel are e
ither vaporized or separated from the vapors, so that the fuel farally introducc
d into the eugine cylinder is in a true vaporous phase. The chamber in which the
liquid fuel vapors are heated and caused to expand preferably comprises a serie
s of passages through which the vapors and the exhaust gases from the engine pas
s in tortuous paths and in such a manner as the exhaust gases are brought into h
eat interchange relation with the vapors and givc up a
of their heat to the vapors to cause their hcating and expansion' The initial va
porization or aromization of thc liquid fuel is causcd to a large extent by the
passage of almospheric air tl:;ough a consranr body of tiquid tuel mainrained in
thc bottom of the main vaporizing chambcr, but for reasons which will
p,art
out. such vaporization of the liquid fucl is prefcrably supplimented by one or m
ore atomizing jct but the vapors from such jets are also caused to pass through
the heating chamber where thcy will bc expanded to have any liquid droplets remo
ved
bc' trereinafter pointed
pa8e
23
ln the drawings, Fig.l is verticd cross-scctionel view throuffi a carburetor emb
odying my invention, Fig. 2 is a hori:onal sectional view through thc mein vapof
rzing or atomizint chambcr, the same bcing takcn on line 2-2 of Fig. I, Fig. 3 i
s e side
elevation of the carburetor, Fig. 4 is e daail scctiond view of onc of the atomi
zing nozzles and its associatcd parls, Fig. 5 is a detait cross-sectional viev s
howing the mcans for controlling the Passage of gases from the vapor cxp3nding c
hambcr into the intake manifold of the engine, Fig. 6 is a pcrspectivc view of o
ne of thc valves shown in Fig. 5, Fig. ? is a cross-scctional view showing means
for adjusting the valves shown in Fig. 5 and Fig. t is a cross-sectional view o
n line 8-t of Fig. ? . . .
Referring now to the drawings, the numeral I indicates a main vaporizing and ato
mizing chamber for the liquid fu:l located at rhe bottom of and communicating wi
th a vapor heating and cxpanding chambcr (2).
The vaporizing chamber is provided with the perforated false bottom (3) and is n
ormally filled with liquid fuel to levcl X. Armospheric air from a conduit (4) c
ntcrs thc spacc below thc falsc bottom (3) and passes upwardly through pcrforati
ons (5)
in said botrom and then bubblcs up through thc liquid fucl vaporizing a portion
of it. Liquid fuel for maintaining thc level X in the chamber (l) passcs from a
usual fuel tank (not shown) through a pipc (6), and is forced by a pump (7) thro
ugh a pipe (t) into and through a pair of nozzles (9) having their outlets locat
ed in the chamber (l), jusr above rhe levcl of the liquid fuel therein. The (7)
ntay bc of any approved form but is preferably of the diaphragm type, as is norm
ally standard on most automotiles The nozzles (9) are externally threaded at the
ir lower ends to facilitate their assembly into the chamber (l) and lo permit th
e;n to be removed readily should cleaning be required. The uppcr ends of the noz
zles (9) are surrounded by venturi tubes (t0) having a baffle plate (l l) locate
d at their uppcr ends opposite tbe outlets of the nozdes. The liquid fuel being
forced lrom the ends of the nozzles (9) into the restrictcd portions of thc vent
uri tubes causes a rapid circulation of the air and vapors in the chamber throug
h the tubes (10) and brings thc air and vapors into intimate contact with thc li
quid fuel, with the resulr that a portion thereof is vaporized. Unvaporized port
ions of the liquid fuelstrikes the bafflcs (l l) and are thereby
furthcr broken up and deflected downwardly into the upwardly flowing currenl of
air and vaDors. The pump (7) is regulated to supply a g,reater amount of liquid
fuelto the nozzles (9) than will be vaporized. The erc'sss over that vaporized w
ill drop into the chamber (t) and cause the liquid to be maintained at the indic
ated level. When the liquid fuel rises above the level, a float valve (12) will
bc lifted and the excess will flow through an overflow pipc (13) intc a pipe (la
) leading back to the pipe (6) on the intake side of the pump (7). Such an arran
gcment permits large amounts of liquid fuel to be circulated by the pump (7) wit
hout more fuel being drar' n from the rank than is actually vaporized and consum
ed in thc engine. As the float valve (12) will sct upon the end of the outlet pi
pe (13) as soon as rhc liquid level drops bclow the indicatcd lcvel, there is no
danger of vapors passing into the pipe
(14) and hence into the pump (7) to interfere with its normal operation. The upp
er end of the vaporizing chamber (l) is opcn and vapors formed by atmospheric ai
r bubbling up tltrough the
liquid fuel in the bottom of the chamber and those formed as the result of the a
tomization at thc nozzles (9) will pass int.r the hcating and expanding chamber
(2). As is clcarly shown in fig. l, thc chamber (2) comprises a series of tortuo
trs pas<3rcs (15) and (t6) leading from the bottom to rhe top. Thevapors pass th
rough the passages (15) and the hot exhausl Sases frss
through the passages (16), a suitable entrance (17) and cxit (lt) bcing provided
for that purposc. The vapors passing upwardly in a zigzzg path through the pass
ages (15) will be brought into heat interchange rclation with the hor walls of t
hc passaS,es (16) for the exhaust g,iues. The total length of the passaSes (15)
and (16) is strch th:t a relatively targe reserve supply of the dry vapor is alw
ays maintained in the chamber (2), and by maintaining the vapon in heat exchange
with the hot exhaust gases for a substantial period., the vapors will absorb su
fficient heat from those gases to
cause the vapors to expand,
with the result that whcn they arc withdrawn from the top of the chambcr (2) the
y *'ill be in a
truely vapor phase, and due to their expansion, rclatively light.
Any minute droplets of liquid fuel entrained by thc vapors in thc chamber (l) wi
ll precipitatc out in the lower pass:tgL's (15) and flow back into the chambcr (
l) or else bc vaporizcd by the hcat absorbed from the hot erhaust Sases in their
pa((:r1"
through chamber (2).
page 24
The upper end of the vapor
passg
(15) communicates with openings (19) adjacent the uppcr end of the downdraft tub
c
(20) leading to rhe intake manifold of the engine. Valves (21) are interposed in
thc opcnings (19) so that the passagcs of thc
vapors therethrough into the air tubc may be controlled. The vdves (21) pcrferab
ly arc of the rotary plug typc and are
controlled as hereinafter described Suitabte means are provided for causing the
vapors to be maintained in the chamber (2) under a pressure greater than atmosph
eric, so that when the valves (21) arc opened the vapors will be forccd into thc
air tubc (20) independcntly of the
suction of the engine. Such means may comprise an air pump for forcing the atmos
pheric air through the pipc (4) into the chamber ( | ) beneath thc falsc bottom
(3), but I prefer merely to provide the pipe (4) with a funnel shapcd inlct end
(22) and
locared just behind the usual fan (23) equippcd on most all automobiles. That wi
ll cause the air to pass through the pipc (4)
with sufficient force to maintain the desired pressure in the chamber (2) and th
e air being drawn through the radiator by the fan wilt be preheated prior to its
introduction the chamber (l) and hence will vaporize greater amounts of the liq
uid fuel. tf
or exhaust gases from the engine may bc passed around it to further preheat the
air passing therahough prior to its introduction into the liquid fuel in the bot
tom of the chamber (l). 'fhc air tube (20) is provided with a butterfly valve (2
4) for throttle, and a choke valv€ (25) as is customary with carburetors used fo
r internai combustion engines. The upper end of the air tubc (20) extends above
the chamber (2) adistance sufficient to receive an air filter and/or silencer, i
f desired. A low speed or idling jet (25) has its upper end communication with t
he passage rhrough the air tube (20) adjaccnt the
desired the pipe (4) may be surrounded by an clectric or other heater,
throttling valve (24) and its lower end extending into'the liquid fuel in the bo
ttom of the chamber (l). The low speed jet will supply fuel to the engine when t
he valves arc in a position such as to close the passages (19), hor+'ever, the p
assage through thc idling jet (25) is so small that under normal operations the
suction thereon is not sufficient to lift the iiquid fuel from the bottom of the
chamber (l). To prevent the engine from backfiring into the vapor chamber (2) t
he ends of the passages (19) are covered with a'fine mesh screen (25) which oper
ates on the principal of a miners lamp, and will prevent the vapors in the chamb
er (2) from
cxploding in the event of a backfire, but will not interfere substantially with
the passage of the vapors from the chamber (2)
into the air tube (20) when the valves (21) are in the opcn position. The air tu
be (20) preferably is in thc form of a venturi with the greatest restriction bei
ng at that point where the openings (19) are located, so that when the valves (2
1) are opcned
there will be a pulling force on the vapors because of the increased velocity of
the air at the resrricted portion of the air tubc (20) opposite the openings (1
9), as well as an expelling force on them due to the pressure in the chambcr (2)
.
As shown in fig. 3, the operating mechanism for the valves (19) is so connected
the operating mechanism for the throttle valve (24) that they are opcned and clo
sed simultaneously with the opening and closing of thc throttle valve, so that t
he amount of vapor supplied to the engine will at all times bc in proportion to
the demands placed on the engine. To that end, each valve (19) has an extention
or operating stem (27) protruding through one of the sidc walls of the vapor hca
ting and
expanding chamber (2). Seals or packing glands (28) of the ordinary construction
surround the stems (2?) wherc they pass
through the chamber walt to prevent leakage of vapors at those points. Operating
arms (29) are rigidly secured to the outer ends of the stems (27) and extend to
wards each other, the arms are pivotally and adjustably corinected to a pair of
links (30) which at thcir lower ends are pivotally connected to an opcrating
link (31) which in turn is pivotally connected to an arm (32) rigidly secured on
an outer exrension (33) of th- slem of the throttle valve (24). The extension (
33) also has rigidly secured thereto an arm (34) to which is connected an op€rat
ing link
(35) leading from the means for accelerating the engine. The means for adjustabl
y connccting the uppcr ends of the links (30) to the valvc stems (27) of thc val
ves (t9) so that ti.
amount of vapors delivered from the chamber (2) may be regulated to causc the mo
st efficicnt opcration of thc particular engine to which the carburetor is attac
hed, comprise angular slides (36) to which the upper ends fo the links{30) arc f
astened, and which are slidably but not-rotatably mounted in guideways (37) in t
he arms (29). Thc slidcs (16) have rhrcaded bores
paSe 25
(29), but are hcld againstlon3itudind moverhrough which scrcws (3t) pass. The sc
rews are rotatably mounted in lhe arms (3D a;d change thc rcletive Tcnl so rhar
whcn thcy are rolare*rhc slides (36) wilt bc causcd to move along the guideways
position of thc tinks (30) to the valve stems (2?) so rhat a greater or less mov
emcnt, and conscqucntly a Itcater or lesscr opcning of thc porrs (19) will takc
placc when thc throttle valve (24) is operatcd. or crpandcd For safery and for m
ost cfficient operation of thc cngine, the vapors in the chembcr (2) should not
bc hcatcd consequently the exbeyond a predetermined amount and in order to contr
ol the extent to which the vapors are heated and (17)- The valve (39) is renr ro
which they are expanded, a valve (39) is locared in the exhaust passage (16) ad
jaccnt the inlet preferably rhermostarically controlled, as for examplc, by an e
xpanding rod thermostat (40) which extends through the chamber (2). However, any
ogher means may be provided for reducing the amouot of hot exhaust gases enteri
ng the passages (16) when the tempcrature of the vapors in thc chamber reaches o
r exceeds the optimum. The engine has been described in dcrait in connecrion wit
h a down-draft typc of carburetor. but is is to be undcrstood lhat the side'draf
t or even the irs usefulness is not restricted ro that particular type of carbur
etor, but could be made adaptable to up-drafr type of carburetor if desired, and
that thc manner in which the mixture of atmospheric air and dry vrpors is intro
duced into the cngine cytinders is immaterial as far as the advantages of thc en
gine are concernedThe rcrm ..dry vapor" is used herein to define the physical co
ndition of the liquid fuel vapor after the removll of all liquid droplers or mis
t which is frequently entrained in what is ordinarily termcd a vapor. From the f
oregoing dcscription, it will be seen that the present invention provides a carb
uretor in which the brcaking up of rhe liquid fuel, or total vaporization, for s
ubsequent usc in the engine is totally independent of the suction created by the
pressure in e hcated cngine, and rhat after the liquid fuel is broken up and ro
talty vaporized it is maintained under a light vaporized end to space for a ieng
rh of time sufficicnt to permirall enrrained liquid or mist particles to be sepa
rated or permit thc dry vapors to expand prior to their introduction and admixtu
re *:vith the main volurnc of atmospheric air pessing
into the engine cYlinders.
Charles N. Pogue
Inventor
pa€e 26
is at Although the Pogue carburetor is a Iegend., ithas everthe salne'tine sonep
laced it on the past 45 yeqlg no one what-of a-ptraltom. fn tbe built working.mo
dels of !!:_Poguel *""-t"t, ,rr-d. nany'peoplslrave 6uccessfully are so raxe tha
t no one ever carbur6tor. worLing nodels of the phanton seems to be able to trac
k one down-and actual.ly see it in operation. As of iie rirst of tiris year thou
gh, we have been in contact w:ith one nan sho has a wcrking model of his orrn ma
nufacture. Several magazine articles have beep printed about the Poege carbureto
r 8, the about tlre nan-himself. One such article- fron the Dec 12, 1936 issue o
f of ga-11on C"""ai"" Automoti-ve Ind.ustries states that the avera€e.inperial e
nergy, &d.that the average_An9I1e"";fi; contains about 1l+OTOOO ETU of keep it n
orring at.a steady n ndles 3;-""d"" takes ?5 ft/lbs'oi torque to a 25 Epg.lig1rr
e_they ;; h;"". Using tirese figr.rres anATherefor if the Pogue shovr in.a for^r
nula carburetor delivers only a 9% efficiency ii."t tr.ii
2OO
vtlv
miies to tfte g"l-lot, overlall ef ficiency is raise{ to 72% An article from the
Septenber 1953 issue of Cars magazine states that in j'.he nnening. months of 1
936, Pogue pani-cked the Toronto stock exchange- an-d threw'a fright j-nto the l
najor 6il co*panies. Stock exchalge.o_ffices & brok-sa]ne ers were swa.mped w:i-
th ordeis to durp all oil stock inmediately. Thi"dealers of one of ltinnj-pegls
largest au.tonobj-le artlcle referl to a lxanager *rro clains to have made a tes
t of the Pogue cirburetor and had driven 215.8 one imperial gallon of ,gascline.
The sa.lne article _preeents what is niles on in hs -r cr.nnncaA vv L p"rscial-
inbervlew with Charles Pogue, and describes hivrr .>LauiJur>gtJ. resrgned old-m
an who accepts the past and keeps hirs secrets to hirn"i'" Sitlins beiri-nd a ba
ttered old wooden desk he runs a tired old machine ielf.
shr^,n rre,i
nE oii filiers.
fn this interview Pogue w:111 not make specj-fic claims as io performance cf his
carburetor, nor ivi-Il he deny the clairns of others. The article s4ys tl:ar po
gue adrnits'io haring been threaiened and to having hi.s workshop not broken in'
ro w'ith unfinished. carburetors being stolen - but that he was hnrrrhf UIJ. fU6
Ll= 5o.*Y'- +ua.t he lost $100rOOO and his partner lost $1OOrO00 nff- p^F,,^ -^r
7c t/Ild' UUUbIfu i.rvinp to o"- ii." carburetor into production - and he still
has $2OrCOC set of di-es Ia-vrng in the back room. vrorth Sornetime later a: art
icle from Our Sun describes Pogue as a typical w91t dressed. business nau, succe
ssf\rl and w'ith a keen mind and a glint of enthusiasim i-n lr:is €y€. I{; runs
his own business called Econony Carbr:retor Co. although he produies oil fil-ter
s and not carburetors. The article states & that eSgue i; somewhat bitter about
the treat,nent he gets. fron reportersone thai th6y usually w:.ite what they war
rt i-nstead of the facts. Pogi:e used of of hi-s carburetois on hj-s own car for
about ten years and that about 2OO that sare model had been Produced. l{ote t}r
at none cf the articles state that Mr Pogue himself nakes claj-ns cltiror of ZO0
mpgr and. as far as we can find Pggue nevei- did nake such altYe have nor did h
;'sLatetaiy particular mileage figu-re for his carburetor. it was heard that the
carout6tor was as big ls the engine itself and that d.angerous to operate, but
Pogue denies these siatenents. Most magazine- articlEs about tis nar and. his-ca
rburetor seem to contradict each other in various statements so ffn not so sure
most of it is pure legend or pure d'c it does fictlon. However the carburetor, p
ha:rton as it is, i-a real andgasoli-nejnjob of using up mosi of the energy i-n
a galton of a very good stead of dunping it out the exhaust....o..
e
,..t
t
page
27
The phantom carburetor \ eye, and re-appearefrrnany of Charles Pogue has disappe
ared llon the public ti-nes over the past 45 years. Bvery few years sone ) rumor
s and stories begi-n to circulate about some one trying to nanufacture & narket
the carburetor, but for scne unknown reaeon - the stories dJ.e out and the carbu
retor never nakes it to rnarket. Many people have built the Pogue 8. some have b
een very successful. We have a letter i.n our files from a l,lr Gail Qye of Bent
olr fL who,cl-airns Lhat he has been offered a $IOOTOOO a year job to quit playi
ng around w:tth these thlngs. Another letter from a Bi-1I Stewart Wood of Nestor
, CA says that he and a partner built a Pogue about 2J years ago but after havin
g sone problens w:lth it and no rooney tc continue working on it, Shelved the pr
oject and never got back to j-t. But ncw the phalton is no longer a phantom - af
ter 45 years the ghost is returning to life. A Mr Arthur C Sgri.gnoli has built
a rough hand made nodel of the Pogue that has increased efficielcy by 86%. Conta
ct was made through his brother - William J Sgrignoli of 18 Rirervj-ew in Enola,
PA VA25 anrd we obtained the fo11ow'ing photc,[raphs:
)
page 28
is all hand built of copperr tha upper in dianeter - the lower chanber is I &r i
nches in dianeter_-.tlt"_vapo-rs are drawn fron the to ) ald 4 3/4 inches high t
hrough a central air inlet tube. Uslng a hatr dryer for the i"dtEia of down heat
source, Mr Sgrignoli ran the lawn mower engine for lJ ninutes on four I ounces
of gisoline as opposed. to the I ninutes on four ounces xdth the stanof 6;a carU
uietor representing an increaseon 85% i,n fuel effictency. .As of, a side draft
nodel to be i-nstall:_ite last year },lr Sgri-gnoli was worki-ng to work on itr
we have no doubt that ed on hLs lrict<up truck. If left alone he w.ill be-succes
sful. A man in Richard.sonl TX is se11i-ng plans to a carburetor nodeled after t
he eogue Lut used in conjunction with the standard carburetor for starting and r
unning. An autornatlc thernostat switches over to t!r" !9gue lyPe carbu"oia rot"
tt lemperature is hot enough to vapori-ze the fueI. Hie nodel is nuch t"tor the-
saxne dirneniions as that of Mr Sgrignoli - upper chanber i-s I inches.high 2 ;6
Z-inches d.ia.neter, lower chamber is on j-nches deeF qng 4 inches dianter. a L
incoln arid has obtalned up to have installed the device He ctairos to gaI1on. 1
OO niles Per Many thousands of bacryard inventors have cone up wi-th systens tha
t 89t a and does the ,ucfr-ultter efficiency fr6m gasoU-ne than increase'modern
carburelgtrmost a The losuq is the that Eet a drastic i"* tt*o" bui-lt systeni v
aporize fuel and control iasoui of afl, y-et there are-easier ways todirectly i-
nto the flov of arn'ixture pogue. Exhaust injected nist than tirose us6a- by ver
y iaproryr - ang a veniuri ca:r contlgl t!" oi--fo"f vriLl vapoii."u-th; fuel ra
i*irrr" much roie accr.irately than Lan mechanical va''l ves. We a.re worFitq ol
" svsten of our own at this tine. fn our experi.nents we are Jrsing a standar.d
i[1; Uarref carburetor with which to control ni-xture thru the venturir s. I'Je
partial]fhaverun severa.l turns of copper tubing around the exhaust pl.pe to Th
e fuel & i-nto the air strearn vaporize the fuel before th;-ventr:ri suck it abe
orbent of filters aii are then drawn thru a seriesis not fully of a hlghlyand ab
sorb rnaterief"a it onto vapori-ed The filters ."t"ii .rri ruJt that the liquid.
itt" air passing thru to- rapi.dly evaporate sr:rface that
The no4e] shown in the photographs chanber is 6 inch_es hieh and 5 inches
_
)
RIR
"fro"J ftlnn F*Eu
C
f\ l1rnRa Cottaeu
AP.BqRgrcR 4-s e o Foc'T'n Rotrue Coair2oL, Aecer-rRr{toQ ?une Ano /vtRrr Fy^erl
oze f"ie-t Ovw AtQ7fu,6v !antuct ts BrocKeb /rrraA : OFF
-
,'
E{A?oe[7
\\
ruEL FIel.fuTP
ilew
-h| ?h
Tc tlu Fnoa ftont Bo ou The derrice looks so good we are looking forward to a ra
nge of 30-npg and better from a healqy .g.meiican car with automatic transmissio
n and V-8 engine. Iiow about youf C"i. Vo" build one? If not, how about a friend
cr relative that is a ihade tree- nechanic ? Sorne day w6 al-l might have sonet
hing bettei t but for now - if you want itr ya gotta build it yourself. Good Luc
k / AlLan Wallace dba RoadRunner Rrblications Raymondville, T)i 78580
€fl*t
Fllree.
ftet L*c
ffi7",
I
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t
aaaaaaaaaaaaaaaaa
1981 UPdate
The ILEX cAs vApoRrzoR developed by ONMEWTRONTCS of carson city' NV ;;; b;ing-dl
stributed by: Vaa-M Polowchak - 111 Fine - Fort. l4organ'. C;io;;ao-gOZO 1 -/ -
neceit ir-rquiri-es have gone un-&r6wered. . . . . . . . The nan who c]ained to
bave built a Pogue type carb to run in conitrtction vrith the stand,ard carburet
or fas doing business as: FUnLMfZnR -GOrt ffi--rtici arctson, ?X ?nBO -/-/ Recen
t iiquj-ries 8o un-answered.
Have heard frorn sourcea iu E1 Paso that T'OM OGLE sold out to A'DVAI'ICE I't EL
SYSTB,1S of Seattle, Washington for fizprOOO.OO - while stilL reiJ"i"s n f inte
rJst ii rris defr'ce that g6t- 100 MPG on a 1970 Ford"
and As of January Bl CHARLES NELSON POGUE is stj.ll alive at age 9t ' to is 1ivi
-ng j-n a rest horne in Winnepeg, Canada. He refuses to ta-Lk. . . '' anyone oi
to ieceive visitors frorn outs:-de his own farnily... . . .. The world record fo
r tr-igh -i leage now stands at an incred j-b1e 1 ,368 niles per gallon - obtaii
ed at the Shell Motor Mi-lea€e Marathon in Great Britain. A speci-al buJ.lt thre
e-wheeler with a 9occ engine made
he
h
'h
a
:
t
the run using the sprlnt & coast raethod of drivirIg................" The system
shown on page 28 of ttr-is book has been revised to use a comptLte caruuretor (
rE"" butterfly valve) at the poi-nt of a-ir entry insiead of the hand buiilt ven
turi ihown. The oriSinal carburetor is used. for the throttle butterfly valve on
ly and the added carburetor sysi;en' supplies af1 fuel to the enginL via- the ev
aporatcrr filter MPG on a A 50but have obtained J0 few'problens are-sti11 popfio
e up, though and not yet avail-E5 rnnh run of 50 miles.'Sliff-ex!6r:-mental-/ ./
ab]-e for general usg..o.. tt
o
set of of Northridge, California is selling afor info high price. plans for a Po
gue carUuretor for $5O.OO A very they.eivg. ifr"t you alreaXy have from thig,Uo-
otr. Exceptwe tii6a it-you dj-mensions and i-t donrf' roi a-d.eyice [r.it Ci."y-
Lrair-trin woit, bu't that Literally thousands of gadgets have come upon the mar
ket lately VAPORto *" iuppirs"d, to increasE y6r:r gas rnileage. Ibom COw MAGNET
S nfZINC SCRIttrNS, but be careful about wasting your noney on.these dunb tfiing
s - very iew (it anv) rea11y work a]ry better than a good tune-up. from Need nor
e info on patents? Complete patents are ava-ilable must the U.S. PATENT OffIClt
- WASHINCiOfIi-ftC Zb5l at 7Oa each. You issuete1l and anl the date of ir.ei tfr
" patenl-nunber, th;-inv6ntors l'-t" tO yOU'............."""
ULTRA-LEAN CAIBURETORS
t" " '
o
tt" t" " '
o
" t "'
o
" '
o
.. " " " " '
they take
abOUt 90 dayS
tO get yOUf Ofdef
a
BEST OF LUCK TO
AIL
YOU TINKXRERS OUT
THERE......
:,
ALlan Wa-1lace
I
I
t
I
natlon! car orncr! arc bclng'takcnfor a rlde'. eccordj.ng To Allen h'el]aca, aut
hor and hlgh-mllcegc €tp"rt. Thou8h thc erterlor oi the ner cars of thc 80rs are
bcconlng norG futuallt1c, baalc carbJr.etor desfgn...tffe-Ecchnlcal kcy to gree
tcr fucl cffLclcncy...hacntt chargcd appr€clabl.y 1n ltorc than half a ccntury.
In r soclety yhe.e 8r\ythlng mre th&n 2{ old 1s usually obloJ,etc, 1t 1! rhockln
g thrt drlvers arc Hllunt '!onth! up rlth thi! klrd of cnglnccrlng flasco. to tr
rt
tiAsHrl'lGToN-Th€
I
I I
I
t
3'g!ffii'zt'i
1'
4{:..'
ttlls Jet cngln run! on alnrple kcroslne, e cRrde and rclatlvcly lrexpenslve fue
l,. It 1s a ner deslgn cirploylng lnportant teflncmentE. nnd, lt tota,Ily repfac
es lts pnedcceslor yhl.ch rres tn productlon for Jult 38 rronthr. t{hy? Bec8,use
, through re-cnglnecrl,ng, 1t rar porlib1. !o double thc rrngf of alrcraf t equl
ppcd r{1th th1! ner cngl.nc...xlth onljr ha.l,f thc }ucl consurnpclon-a four-foI
d lncrca!c ln ovcrall efflclcncy. If thls klrd of lfiFrove$eni sec|ns unrea116tl
c for autornobllc!, conElder the HlJtrrcr of the Sbe).l Hlleage llaraihon: a spc
c!.ar, thrce-yhGcl.d v.hlclc +-hat deltveced an lncredlble 1,368 otl.es per gal,
lon. tbcrcrl rtooru for lmpr"ovcrD€nt. Tfre devlce at the forefront of the currc
nt race for record-bneaktng rd,lcage ls tle iegendary Pogre Carburetor, Its clal
n to fame 1s lts mlleagc tcit ccnducled by the Ford l{otor Conpany of Canada 1n
yhlch 1.. achGved a remarkable 25.7 m1lec per pLnt-or 205 m11es pcr gallon on a
regular Ford sedanl Thatrs a hot enough news lten to bounce off Telstar goday. I
f aU, this sounds very "2l.st Centuryn, consldcr thet Charles N. poguc, 1ts lnve
ntoc, Has borrl at the turn of thc ccntury...nov 81 years o1d, and.hls o.1gl'ra:
patents explred 1n 19531 As a :esul!, a$rone can bu1ld thls rcvolullonary devlc
e (na-ny pcople have al-ready <ione so) and begln mrrltlplylng fuel efflclency.
Sptrallng fuel cos:s ln the lasg 2 'co 5 years has Etarted a Favc of popularlty
for ttte Pogue creailon, sparnlng senlnars ard ralllec acrols the natlon. Hundr.
eds of indl\'ldual carbure:ors have been bul1t by arrn-cha1r nechanlcs ualng, ln
pari, ihe lnfor1nat,lon and technlcal draxlngs provldcd 1n thlc manual. And, a
feu ve.slons are even belng offencd to the publlc...under beavy oppos!tion frorn
Detrolt, tne o1l cornpanles, and the envlronEcntal"Lrt
agenc1e6.
lbe eye-openlns lnfortlatlon ln thlr book n111 ellov you real.lfe rbat the poten
ilais are...and, offers sevcral methods of achlevlng them ylth your onn ca!.. &r
t, 1t 1s tbe hope of the edltorc that the lnpacC of thls book xll"l. have a'l ef
feci thaE reachcs evcn furtber...to the lnner rorklr€.6 of autonoblLe deslgn. fh
e tlne has come to produce fuel-efflclent cartnjtetors as a slanda:.d feature on
all, ner carE. Tbe tlme has come !o declar.e our lndepenie.nce fron OPEC and al
l forelgn o11 lmports. And, the i1_Ee has eoEe to b.eak ihe strar€Ie-hold of o11
companle8 on the Jugular veln of do'|estlc transporiatlon and energy costa. hhs
: 1.s :i golng to lake to get aoile nesults? Perhaps, |Cne! enough pe.opie reail
ze lrox exlstlng potentlals are bclng thyarled and are v1U_lng to Joln !o6e!hen
Hlth thc cry,'g1ve ur hlgher gae ralieage or glve uE death!n, sornethl:t€ favolu
tlonary w1ll occur.
_---:==-a
1
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