Gas Saver PDF

14 Ways to Save $$$ on Gas
This eBook is the result of years of research into various methods to increase mileage, reduce
pollution and most importantly, reduce overall fuel costs.
It starts out with the simplest methods and offers progressively more detailed technologies that
have been shown to reduce fuel costs by mixing hydrogen or water into the fuel mix.
As a bonus to readers, I have salted the pages with free interesting items that correlate to the
relevant page.
I have only experimented with the magnets and the mothballs to date. On my 1996 Ford Ranger, I
was averaging between 18-22mpg depending on where I was driving. I live 5200 feet up in the
Sierra Madre mountains and several times a week drive over the mountain to neighboring towns.
And periodically I drive into Guadalajara which is roughly 40 miles from where I live.
For the past 6 months, I have used the #1 Mothball secret which appears to have almost doubled my
mileage. Now I get between 32-40mpg again depending on driving conditions and am totally
delighted with the result.
That translates to 1.5 - 2 tanks for the price of one and with gas being over $3.00US a gallon here, a
gas tank holding about 20 gallons ($3 X 20 = $60 for a full tank), that is a savings of between $30 to
$60 per tank compared to not using the mothballs and magnets.
There has been no adverse effect on my motor and I have had Goodyear check it twice with no
discovery of any problem. It seems to have more power climbing the mountain inclines and I pass
just about everything on the 4 lane paved roads with no problem.
One must be very careful with any kind of additive since the gaskets and seals can be affected from
caustic chemicals such as acetone, benzene, etc.. But the mothballs are nearly pure Naptha which as
you know is commonly used to clean engines and added to race car engines to increase horsepower
and speed.
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Just filling up with one tank of gas using this or other methods explained here will pay for this
eBook and I would appreciate it greatly if you would recommend to your friends that they also
purchase a copy of this eBook.
I use the income from sales of this and other eBooks to finance my research activities for ever more
useful information made available to you.
There are many more methods but I provided only the ones which are practical and can be studied
by the average person who is looking for a way to reduce their fuel costs.
There is every reason to believe you can COMBINE these methods to further enhance the effects of
each.
Two of my favorite 'Bonus' items in this eBook which I feel are worth much replication;
The #1 - Mothballs section has an additional report on a mix of paraffin, mothballs and gas that
resulted in as much as a 300% increase in MPG. One test using Regular gas to drive 18.3 miles per
gallon was found to yield 60.7 MPG using the paraffin/mothball mix.
The #7 - Preheat/Vapor section has a particularly delightful Bonus item about the Recirculating
Atomizing Carburetor which I found particularly exciting since it does not require modifying the
carburetor yet was discovered to provide incredible mileage improvements in 'real world' testing.
Thank you for the purchase of this eBook.
Please tell your friends so they too can purchase a copy and save on their gas costs. I hope it saves
you money as it has me.
Feel free to contact me through info@vanguardsciences.biz if you'd like to report on your gas
saving experiences or related projects.
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Copyright
This eBook and its contents are copyrighted by:
Vanguard Sciences
Jerry Decker
PO BOX 111786
Carrollton, TX
75011-1786
Disclaimer and Legal Release

This is an informational and entertainment text. The author and the publisher are not responsible
for the way the reader chooses to use this information. Any information, experiments or projects
described herein are understood by the purchaser, to be allegorical and offered solely for study and
not to be put into practical use. Purchaser will not be retroactively informed of corrections or
updated information and no refunds will be given based upon same. This eBook is sold "as is" and
all sales are final.
Main page, Copyright, Disclaimer and Legal Release
Navigation Index
Page #1 - Mothballs Page #8 - Ultrasonic
Page #2 - Methanol Page #9 - Cornish
Page #3 - Magnets Page #10 - Garrett
Page #4 - PCV Jar Page #11 - Puharich
Page #5 - Gunnerman Page #12 - Meyer
Page #6 - Drano Page #13 - Cella
Page #7 - Preheat/Vapor Page #14 - Pogue
$$$ - Bonus Information Gas Saving Tips - $$$
Visit Vanguard Sciences online for other interesting products.
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#1 - Using Mothballs to Increase your mileage
Mothballs can be used to increase the octane rating of the gasoline you are using. The higher octane
not only increases power, but will also increase gas mileage. Place the mothballs in your gas tank
before fueling the car. It isn't necessary but you can add 1 ounce of WD40 per gallon of gasoline.
This will help remove water from the gasoline and make it ignite better.
One must use very few mothballs (naphthalene only) because the ratio of carbon to hydrogen in the
molecules makes for a very dirty burning fuel if you try to use too many mothballs plus your engine
will load up with carbon deposits -- very bad news in the performance department.
Also DO NOT mistakenly use moth crystals (paradichlorobenzene). The chlorine atoms in this
material becomes HCl upon combustion. Hydrochloric acid (HCl) is very destructive to engine
internals.
1. Go to a local grocery store and buy a box of Mothballs made of Napthalene. Be sure they aren't
the other major type that uses Benzene as Benzene will not work in your engine.
4
Again, DO NOT USE BENZENE
OR PARA-DICHLOROBENZENE MOTHBALLS,
USE ONLY NAPTHALENE or you will damage your engine!
2. Whenever you fill up, insert 1 mothball into your gas tank for every 4 gallons of gas. Do not
exceed this or carbon deposits can build up in your engine.
Place moth ball inside of the gas tank fill spout opening.
The moth ball will rest against the spring loaded door.
Use a wooden stick to push the moth ball past the spring loaded door down into the pipe.
3. The mothballs are crystals which will dissolve into the gasoline and increase the combustion, heat
and pressure from the gas, resulting in increased horsepower, cleaner burn and more mileage per
gallon.
4. Naptha is a chemical that dissolves and breaks down petrol products such as greases, oil and
gasoline.
5. Naptha is often used in race cars to increase their performance and speed.
6. Because these crystals dissolve into the gas, there is no damage to the fuel or carburetor system of
your vehicle.
7. The savings from this tip alone, simple, cheap and effective will pay for this eBook several times,
with just one tank refill.
A recent bust of a company selling pyramid scheme mothballs at outrageously high prices can be
found online at;
Mothball Pyramid Scheme
Anecdotes
"To date, I have accomplished-through trial after trial- boosting my fuel economy by 83% by
adding common moth balls to my tank at fill-up. Originally, I was getting 240 miles on a tank, and
now, by doing nothing other than adding 1 moth ball per 4 gallons, I got 440 as of yesterday. My
vehicle runs better than ever (a 2003 Town and Country) and where my fuel pump was diagnosed
5
near failure at the beginning of my three-month trial, it is now in better shape than ever. This alone
will save me over $600 in repairs."
"The printing on the box I used said the content was 100% naphthalene. It was blue, and came with
75 mothballs in a box for about 2 bucks. According to my rough estimates, I drove 3000 miles for
that $2 investment. For me, that equates (at 16 mpg on regular unleaded) of 187 gallons of fuel.
Since I didn't start until gas hit $2.50, and it ain't much below that now, I have already saved
$468.75 at $2.50 a gallon. Not bad, eh?"
"A few of my old school racer friends say adding napthalene mothballs to the gas ups the octane
level to improve both the power and fuel efficiency of the gasoline. They used to drop a whole bunch
of mothballs in the gas tank before hitting the tracks or when they knew they'd be drag racing."
Bonus Info for radically increasing mileage
Paraffin/Mothballs/Gasoline
United States Patent - 6,152,099
Urich - November 28, 2000
Apparatus and method of supplying additive to internal combustion engine
Abstract
An apparatus and method are provided for supplying an additive to enhance the performance of an
internal combustion engine. The additive is introduced to the engine through the air intake system,
preferably through the PCV line which normally interconnects exhaust gases accumulating from
the crankcase to the air intake manifold. In a preferred embodiment, an air regulator provides a
controlled flow of air through a container which houses a desired quantity of additive. A resulting
air/additive mixture is produced which is introduced through the PCV line into the air intake
system of the engine. The additives disclosed are paraffin and mothballs. The apparatus is mounted
externally to the engine.
In accordance with the present invention, an apparatus and method of supplying an additive to an
internal combustion engine are provided. In its simplest form, the apparatus includes a container
which holds a quantity of additive, and a controlled flow of air flows through the container to make
contact with the additive to form a mixture which is added directly to the combustion chamber of
the engine through the air intake system.
The additive is either paraffin or mothballs. Paraffin or mothballs may be used alone, or in
combination with one another within the container. As used herein, the term "mixture", as applied
to the additive and flow of air which contacts the additive, is the additive suspended in the flow of
air in a vaporized and/or atomized state. The term "paraffin" as used herein refers to those
6
normally solid hydrocarbon mixtures which are used to make candles, wax paper, lubricants, and
sealing materials.
The term "mothballs" as used herein refers

to marble-sized balls made of napthalene,
which are commonly stored with clothes to
repel moths. The paraffin and mothballs
intended to be used as an additive in the
apparatus of this invention are simply those
materials which are made of the above-
described hydrocarbons and naphthalene,
and which are commercially available to the
general consuming public.
An air control device which may be in the

form of a standard air flow regulator or air
valve controls a metered amount of air flow
into the container which holds the additive.
An air filter may be added to the air flow
regulator in order to filter incoming air.
As the engine runs, heat given off by it will cause the paraffin additive to liquefy. As the air flow
passes through the container, a small amount of the paraffin additive is then vaporized and/or
atomized, as best understood.
If mothballs are used as the additive,

the heat generated by the engine and
the air flow through the container
causes the mothballs to sublimate, as
best understood. Then, the air/additive
mixture is added directly to the
combustion chamber of the engine
through the air intake system.
In the preferred embodiment, a

transfer line connects directly to the
positive crankcase ventilation (PCV) line of the engine so that the air/additive mixture may be
introduced to the combustion chamber.
For those internal combustion engines which may not have a PCV system, the air/additive mixture
may be added to the combustion chamber through the air intake system downstream of the air
filter of the engine.The air/additive mixture is simultaneously burned along with the air/fuel
mixture of the engine during combustion. By adding the air/additive mixture, the quality of
combustion is enhanced which results in better fuel economy and reduced emission pollutants.
Also, since the paraffin or mothballs come into contct with internal moving parts of the engine,
lubrication is also achieved. Furthermore, when the engine is cold, any unburned paraffin
introduced previously into the engine by the air/additive mixture will solidify and, therefore,
provide additional lubrication during startup.
7
The air regulator and container are
simply mounted externally to the engine
within available space. The container may
be filled with paraffin, mothballs, or a
combination of the two.
If the engine is exposed to elevated

temperatures, such as during summer
months, an insert or liner may be used
within the container to slow the rate by
which the additive is consumed.
Acceptable setup procedures resulting in

good operation of the installed apparatus
is achieved by evaluating the performance
of the engine when it is monitored by an
emission analyzer, and then adjusting the
air regulator so that the measured engine
emissions conform to applicable state or
federal standards.
As mentioned above, the introduction of

the air/additive mixture to the
combustion chamber of an internal
combustion engine has been shown to greatly improve the combustion efficiency of the engine,
reduce emission pollutants, and also provide additional lubrication to the internal moving parts of
the engine.
Test and Mix Data
In tests conducted with common

passenger vehicles, it has been found that
the additive container only needs to be
refilled at 5,000-mile intervals when the
additive container has an interior
chamber size of approximately 100 cubic
inches. The interior chamber used in
such tests had dimensions of 3 inches
(diameter of interior chamber) by 3.5
inches (height of interior chamber).
However, it will be understood by those

skilled in the art that the actual size of
the interior chamber may be increased or
decreased to provide a greater or lesser
amount of time between refills.
For engine operations in colder temperatures, such as winter, it is desirable to use a paraffin having
a lower melting point, such as 100.degree. F. paraffin. During testing in colder temperatures, it has
8
been found that a mix of 80% by volume paraffin and 20% by volume mothballs provides good fuel
savings. As discussed above, the liner 60 is typically not used in colder temperatures.
In warmer operating temperatures such as during summer months, the liner 60 may be used along
with paraffin having a higher melting point, such as 200.degree. F. paraffin. A combination of 90%
by volume paraffin and 10% by volume mothballs has been found to promote good fuel savings in
vehicles tested during the warmer conditions.
Additionally, it has been found through testing that a 60% by volume paraffin and 40% by volume
mothball combination provides good gas savings if a liner is not used in most all operating
conditions.
The apparatus of this invention was installed on a 1994 Chevrolet Blazer, 4.3 liter, V-6, sequential
ported fuel injection engine. Assuming that the engine has been properly maintained and is
functioning according to the manufacturer's specifications, it has been found that the air regulator
is properly set for this type of vehicle when adjusted so that the emission readings from the gas
analyzer are no more than half of the upper limits. As of 1998 in the state of Colorado, the upper
limits for hydrocarbons, carbon dioxide, and nitrous oxide are 6, 53 and 9 grams per million,
respectively.
Accordingly, an acceptable set point for installation of the apparatus of this invention in the 1994
Blazer would occur by adjusting the air regulator so that emission readings were no more than 3,
26.5, and 4.5 grams per million for hydrocarbon, carbon dioxide, and nitrous oxide. In setting the
air flow, a lean misfire of the engine indicates an improper air flow setting.
Lean misfires usually result in the vehicle stalling, and/or emission readings which greatly exceed
the upper limits. For the container size described above, it has been found through testing that an
optimal flow rate of air through the container to achieve good engine performance for the 4.3 liter
V-6 engine is 0.93 cubic feet per minute (cfm).
It was also found that an air regulator utilizing a 1/16 inch orifice in conjunction with a means to
adjust the flow through the orifice provides the necessary flow rate of air based upon the vacuum
available from the air intake system.
EXAMPLE 1
This example illustrates performance of an engine under conditions of a steady speed and load.
Substantially all expressway driving was conducted.
A 1982 Vauxhall Cavalier was used having a carburetor and 6 cylinder engine with 109,010 miles
on the odometer at the beginning of the test drive.
The test was conducted at expressway speeds in the Manchester, England, United Kingdom area.
Prior to the installation of the apparatus of this invention, baseline fuel economy of this vehicle was
verified. The test results were as follows:
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Table 1
Average Fuel
MPG before Miles driven MPG
Fuel type speed Consumption
Test during test achieved
(MPH) (Gallons)
Medium
22 Grade 123 70 2.09 58.8
Unleaded
EXAMPLE 2
This test evaluated performance under conditions of steady speed and load on the engine.
Substantially all expressway driving was conducted.
A 1989 Plymouth Voyager was used with a 2.2 liter, 4 cylinder, turbo charged fuel injected engine
with 222,417 miles on the odometer at the beginning of the test. The test was conducted at
expressway speeds in the Denver, Colo., U.S.A. area. Prior to the installation of the apparatus,
baseline fuel economy of this vehicle was verified. The test results were as follows:
Table 2
Average Fuel
(MPH) (Gallons)
18.6 Regular 142 65 3.27 43.4
EXAMPLE 3
This test evaluated performance under conditions of mixed city and highway driving.
Approximately 30 miles were driven within a city at speeds between 30 mph and 50 mph, and 112
miles were driven on a highway at a steady speed of 70 mph. This test was also conducted under a
fixed load condition.
A 1997 Renault/Megane was used with a 2 liter, 4 cylinder, fuel injected engine with 145,806 miles
on the odometer at the beginning of the test. The test was conducted in the Manchester, England,
United Kingdom area. Prior to the installation of the apparatus, the baseline economy of the vehicle
was verified. The test results were as follows:
Table 3
Average Fuel
(MPH) (Gallons)
City: 30-50
22 Regular 107 Highway: 2.45 43.7
70
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EXAMPLE 4
This test evaluated the performance in mountainous terrain on a highway, and under fixed load
conditions.
A 1994 Chevrolet 4.times.4 Blazer was used with a 4.3 liter, V-6, fuel-injected engine, with 41,854
miles on the odometer at the beginning of the test. The test was conducted in the mountains
surrounding the Denver, Colo., U.S.A. area. Prior to the installation of the apparatus, the baseline
fuel economy of the vehicle was verified. The test results were as follows:
Table 4
Average Fuel
(MPH) (Gallons)
18.3 Regular 141 60 2.32 60.7
As shown in the above examples, substantial fuel savings were achieved. Furthermore, substantial
fuel savings were realized not only in highway driving, but in city driving and mountainous
conditions which place additional stress on the engine. It should be understood that the above
examples are merely representative of the type of results which may be achieved, and other vehicles
under other driving conditions may have different results.
By the foregoing, it can be seen that a simple yet effective apparatus and method are provided to
enhance the performance of an internal combustion engine. Using mothballs and/or paraffin as an
additive enhances the combustion process as well as providing lubrication to the internal working
parts of the engine. Because more complete combustion occurs, certain exhaust emissions such as
hydrocarbons are reduced as well. The apparatus is easily installed and requires little setup.
Paraffin and mothballs are relatively safe products, and can be handled without special permits or
exposing a user to unnecessary hazards. No external heating or cooling devices are required to
operate the apparatus. The refill of the container housing the additive is easily accomplished
through a refill/access cover.
If it is desired to disconnect the apparatus from the engine, the air regulator can simply be closed so
that no air is allowed to flow through the container. Paraffin or mothballs as additives are
inexpensive and easily accessible.
11
#2 - Windshield Washer fluid - Adding Methanol to Gas
Methanol = wood alcohol

which is denatured alcohol
(denatured means without water)
It is the same thing made in Stills

to produce illegal Moonshine liquor.
'High Proof' in the Still diagram at

right is nearly pure Methanol.
There have been reports of people adding windshield wiper fluid to their gas tank which is in many
cases almost 99% methanol (wood alcohol) mixed with gasoline to increase mileage. So Hillbillies
have been making their own 'fuel' for hundreds of years.
Anecdotes
10/24/05 - 85% Methanol + 15% Gasoline to run your car - In 1978, the California Energy
Commission (CEC) began experimenting with alternative fuel vehicles by testing blends of
methanol in Honda Civics. In the mid-1980s, California's continuing efforts to encourage the
development of alternative fuel vehicle technology led to the introduction of the methanol Flexible
Fuel Vehicle (FFV).
The FFV runs on either methanol or gasoline, or any combination of the two fuels. Operating
primarily on "M-85" - a blend of 85% methanol and 15% gasoline - the FFV provides the flexibility
to refuel with gasoline in areas where methanol may be unavailable. More than 15,000 methanol
FFVs built by major automakers were sold, with the majority operating in California. To support
12
these vehicles, the CEC reached agreements with ARCO, Chevron, Exxon, Mobil, Shell, Texaco and
Ultramar (Beacon) in building a network of sixty M-85 fueling stations across the state. (in 1998)
At the pump, methanol prices range from about 88 cents to $1.10 per gallon of methanol. Since
methanol has roughly half the energy content of a gallon of gasoline, the actual cost to the consumer
is closer to $1.50 per gallon. With the close of the 1998 model year, the Ford Motor Company
discontinued its production of methanol Taurus FFVs.
10/24/05 - FEDEX van tests highly successful using Methanol - Through the "CleanFleet" program,
five alternative fuels were tested in 84 panel vans, including 20 Ford vans fueled with "M-85" -- a
blend of 85% methanol and 15% gasoline. The Ford vehicles were gasoline vans modified as
flexible fuel vehicles, capable of operating on any mixture of methanol and gasoline -- from 85%
methanol to 100% gasoline. The M-85 vans were fueled from a 4,000-gallon, above-ground, vaulted
tank installed at the FedEx facility in Santa Ana.
Since methanol is a liquid fuel similar to gasoline, no modifications had to be made to the vehicle
garage and maintenance facilities. The methanol vans performed extremely well, with the highest
vehicle availability and driver use, and the lowest number of repair order days per 100 service days
of the alternative fuels demonstrated.
When drivers were asked if they were able to meet their regular schedule with the alternative fuel
vehicles, fully 96% said yes to M-85, the strongest positive response. In fact, more than half of the
M-85 drivers said they would consider driving a methanol vehicle for their personal car.
The driving range of the M-85 vans was 57% of the gasoline vans or 173 miles -- the furthest
driving range of the alternative fuels demonstrated and compatible with urban fleet operations.
Estimated costs for a fleet of 50 M-85 vans in 1996 ranged from 38.3 to 44.7 cents per mile,
depending on the price of methanol. Today, methanol is selling at or below the lower baseline price.
Methanol Windshield Washer fluid to power fuel cells - "The system was fueled with a 50 percent
methanol water mixture. Hockaday said, "We expect to complete a fully working prototype before
mid 1999. Our ultimate goal is to maintain a digital cellular telephone on standby for more than six
months and to provide 100 hours of talk time with a single refueling of several ounces of a
methanol/water mix." He said that a convenient source for the "fuel" is ordinary windshield
washer fluid."
10/24/05 - 2005 Tips on Buying Methanol in bulk - Methanol can be bought through several types of
distributors, as it is sold for several different uses. The price can vary from $2 a gallon to $4 a
gallon. Methanol is made from natural gas and the price fluctuates with the price of natural gas.
It is sold either 'by the gallon' (ie bring your own gas cans) or by the drum- 15, 30, or 55 gallon
drums. For test batches, we often use yellow bottle Heet brand gas line antifreeze (99% methanol)
13
from auto parts stores. But for anything larger than a liter, you'll need to find a better supply. To
find methanol suppliers, I usually dig into the yellow pages and search several categories:
1. Automotive racing- the easiest place to find methanol is usually through auto race tracks, racing
engine builders, or performance shops. This is usually categorised in several different ways in the
yellow pages- performance, auto, racing, racetracks. These sources are likely to sell it 'by the gallon'
although that is not always the case. Some racetracks are seasonal.
2. Petroleum distributors- methanol is also an alternative fuel and is used in some applications as a
fuel additive. I've had good luck finding it by calling bulk petroleum distributors. They are likely to
carry it year-round, but are likely to sell only full drums. Yellow pages: petroleum, fuel, or gasoline,
wholesale or bulk. If they don't carry it they may know who does.
Methanol - 5 gallons for $53 as of 08/27/06
(must be online to access this page)

99.95% Methanol
14
#3 - Magnets to Expand Gas Molecules

There are many manufacturers of contraptions that are simply a magnet clamped to the incoming
fuel line. Some claim up to 25% fuel efficiency and so would lower your fuel costs by 1/4th if they
work as advertised.
These are very simple and easy for you to DO IT YOURSELF. You can use cheap magnets from
Radio Shack or hardware stores, but you will get better results using high power rare earth
magnets. Many websites on the internet sell these and at very reasonable prices. Amazing Magnets
is my favorite. Just be careful as some of them are so strong they can pinch your finger enough to
cause a blood blister.
Also, neodymium and rare earth magnets are rather fragile, so avoid bumping them against
anything hard or dropping them as they might break.
The best explanation I've seen for how the effects of magnets are supposed to work come from the
excellent lab research of the late Albert Roy Davis and Walter Rawls who still lives in Florida.
Essentially, when you separate the poles of a magnet sufficiently, you create two monopoles, with
the South pole energies providing one group of effects and the North pole energies providing
another, often opposite group of effects.
In any magnet, you have the North pole, then the equator where the Bloch Wall flips the fields
which as they move on, become the South pole.
North pole Effects South pole Effects

alkali acid
condensing expanding
CW rotation CCW rotation
concentrates dissipates
15
Though the study of magnets and their applications are fascinating, and we know that in one
configuration, (the Johnson/Bedini fluxgate), you can naturally accelerate a mass four times its
input velocity, as interesting and fraught with applications as that might be, it isn't of use here. Our
purpose is simply to EXPAND the gasoline molecules to make it easier to explode, which would
produce more power and a cleaner burn.
We can do this with the application of a pure South pole that will surround the gas line so that any
fluid passing through it will be expanded. Though you can cut the line and pass a ring magnet
around it, then reconnect the line, it is much easier to use a couple of strong and ideally long, block
magnets which, because you are using the pure South poles bucking against each, will repel with
great force. So you will have to bind them against the fuel line with a strong bracket or clamping
arrangement.
Determining the pole of your magnet
The North pole of a magnet seeks a South pole; likewise, a South pole seeks a North pole. The North
pole of a magnet is NOT the North-SEEKING pole, nor is the South pole the South-SEEKING pole.
In fact, the North-SEEKING pole of a magnet is ACTUALLY the South pole! The South-
SEEKING pole of a magnet is the North pole. The rule to remember is OPPOSITES ATTRACT
and SIMILARS REPEL.
Test a magnet for correct usage by identifying the separate poles correctly. Using a bar or cylinder
magnet, tie a thread around the exact center of the magnet, with the thread having a loose end.
Tie the loose end of the thread to any stationary overhang that allows the magnet to turn without
hindrance in space. When the magnet stops turning, the end of the magnet pointing in the direction
of the earth's North pole is the South pole of the magnet. You may need a simple compass to
determine the earth's North pole direction.
After you have determined the South pole of the magnet, mark that pole end with red fingernail
polish or paint. Once you have one magnet properly identified for North and South poles this
magnet can be used to IDENTIFY the North and South poles of OTHER magnets. (They use the
color RED to indicate danger and thus avoid it for biological experiments. The reason being that
since it causes a swelling of tissue, the fluids flow more freely, it accelerates life and growth. If you
have a bacteria or disease, it will also ACCELERATE its growth and so can be quite dangerous.)
For example, if we bring the South pole of any magnet up to another magnet's pole, a REPELLING
force shows that the pole of the unknown magnet is the South pole. An ATTRACTING force shows
that the unknown pole is the North pole.
You may wish to purchase a small inexpensive magnetometer. The sensitive needle of this
instrument moves in one direction or the other depending on the separate magnetic pole in close
vicinity.
The law of magnetism is a PRIMARY law of nature: Like forces REPEL - unlike forces
ATTRACT.
16
Estimating Magnet Field Strength
Magnetic field strength is measured in units called gauss. Since magnets are not sold with this value
printed on them and gaussmeters are expensive, you need a way to determine the approximate field
strength.
Magnets are generally sold by their LIFTING power. That is, a horseshoe magnet is offered as
having a lifting power, when placed against a piece of heavy metal, of 2 pounds to 25 pounds to 50
pounds, depending on the size, type, or kind of magnet.
As a guide to the approximate gauss of commercial magnets, consider the following:
A magnet having a lifting power of 2 pounds may vary from 500 to 600 gauss units; a lifting power
of 5 pounds may vary from 900 to 1200 gauss; a lifting power of 25 pounds is usually around 2000
gauss; with 50 pounds lifting power, 3500 to 4500 gauss.
For more precise measurement, an equipment aid, such as a magnetometer, should be employed.
Care must be taken to properly determine which pole is North and which is South, based on the
above criteria.
17
#4 - PCV Jar Filtration System for 25% or more Mileage Increase

What is a PVC system and how does it work in your engine?
PCV valve: A vacuum-controlled metering device that regulates the flow of crankcase fumes in the
positive crankcase ventilation system by allowing more flow at high speed than at low speed, and
acts as a system shutoff in case of engine backfire to prevent an explosion in the crankcase.
The Positive Crankcase Ventilation (PCV) system is a controlled vacuum leak system. Its basic
function is to vent the crankcase fumes back into the carburetor to burn off. It also removes
moisture and sludge from the engine at the same time.
Proper maintenance of the PCV valve should be a top priority for any car owner.
A PCV valve must be clean to operate efficiently. A clogged or sticky valve creates deposit buildup
and increases internal pressure. This results in blocked pump screens and passages that inhibit
proper engine lubrication. A clogged PCV system can cause oil contamination, increased oil
consumption and lower gas mileage.
Automotive manufacturers recommend inspecting and/or replacing the PCV valve every 12,000 to
24,000 miles or once a year. For maximum engine performance, it is a good idea to also change the
breather element.
In automotive engineering, an intake manifold or inlet

manifold is a part of an engine that supplies the fuel/air
mixture to the cylinders. An exhaust manifold or
header collects the exhaust gases from multiple
cylinders into one pipe.
The word "manifold" literally means "hand shaped",

which arises from the "fingers" leading to or away
from each cylinder.
Due to the suction effect of the downward movement of

the pistons in a reciprocating piston engine, a partial
vacuum (lower than atmospheric pressure) exists in the
intake manifold.
If the engine has a throttle valve (i.e. in spark ignition rather than diesel engines) this manifold
vacuum can be substantial, and can be used as a source of automobile ancillary power to drive
auxiliary systems: (ignition advance, power assisted brakes, cruise control, windscreen wipers,
power windows, ventilation system valves, etc).
18
This vacuum can also be used to 'suck' any piston blow-by gases from the engine's crankcase. This
is known as a closed crankcase ventilation or positive crankcase ventilation (PCV) system. This way
the gases are burned with the fuel/air mixture.
The intake manifold is usually made of aluminum and located between the carburetor and the
cylinder head. On multi point injected engines, the intake manifold holds the fuel injectors.
PCV injection systems are classified by the Better Business Bureau as an Air Bleed Retrofit device
and defined as "Devices which bleed air into the air/fuel mixture after it leaves the carburetor and
are usually installed in the PCV (Positive Crankcase Ventilation) line or as replacement idle
mixture screws."
Closed PCV system - A widely used design in which the positive crankcase ventilation (PCV) system
takes fresh air from the clean side of the air cleaner, passes it through the crankcase, and delivers it
to the base of the carburetor or to the intake manifold.
The Positive Crankcase Ventilation valve is an emissions control device that routes unburned
crankcase blowby gases back into the intake manifold where they can be reburned. The PCV
system is one of the oldest emission control devices, and also one of the most beneficial.
Besides totally eliminating crankcase emissions as a source of air pollution, the constant
recirculation of air through the crankcase helps remove moisture which otherwise would cause
sludge to form. Thus the PCV valve extends the life of the oil and engine. The PCV valve requires
little maintenance. The valve and filter should be replaced somewhere around 30,000 to 50,000
miles (see the vehicle owners manual for service intervals).
Open PCV system - A system where contaminated air from the crankcase is returned to the
carburetor or intake manifold after which they are consumed in the combustion process.
Here is a device that you can build that will improve your gas mileage by at least 25%, and also
keep your oil, engine and spark plugs cleaner, thus allowing your engine to have a much longer life.
19
The device can be made for a total cost of about $15.00, and about two hours of labor.
Parts list;
1 quart glass jar with wide mouth & metal sealable cap
1 - V8 or small tomato or fruit juice can
enough BBs to fill the V8 can or glass beads equal size to BBs
1 - 1 pound coffee can
1 - 1-1/2" all threaded hollow pipe
1 - 2-1/2" all threaded hollow pipe
6 - 1/2" nuts
6 - 1/2" washers
2 - 1/2" elbows
1 - tube silicone gasket sealer
2 - sheets aluminum wirescreen
1 - length of automobile heater hose
1 - supply of 1/2" clamps for hoses and wirescreen
The device consists of a 1 quart jar, a small V8 fruit juice can or similar container, window screen,
BBs', hoses, washers and clamps. The device is installed in between the PCV valve of your
automobile engine and the vacuum source the PCV valve is normally connected to.
The device condenses the oily vapors normally sucked into the combustion chamber as part of the
pollution control systems, in a container of BBs', where the vapors condense around the BBs', and
drain into the bottom of the jar. If you can find them, use glass beads the same size of the BBs'. I
have been unable to find any, but I know that they are made. You might try W.W. Graingers or
McMaster-Carr as a source for such materials.
Blow by gases, containing gasoline vapors, are drawn back into the engine for burning. Combustion
efficiency is improved as a result of the oily vapors collected in the jar, rather than contaminating
the fuel/air charge in the combustion chamber.
Obtain a 1 quart jar, preferably with a wide mouth. The wide mouth is necessary for the juice can
containing the BBs' to fit in the jar. Being careful not to damage the sealing gasket of the jar lid,
locate and cut a 1/2 inch hole in the very center of the jar lid.
Locate and cut another 1/2 inch hole midway between the hole in the center of the lid and the
outside edge of the jar lid. At this point, the jar lid has two, 1/2 inch holes cut in it. Try to keep the
holes neat without any excess metal protruding above or below the lid surface.
Obtain a length of 1/2 inch, all threaded pipe, and 6, 1/2" nuts. I use the pipe and nuts, that are used
in lamps and lighting fixtures, and buy it at lamp shops. Some of this pipe has a seam in it, which
you don't want. This device must be air tight, as engine vacuum is connected. Cut 1, 2-1/2 inch
length and 1, 1-1/2 length.
Cut the end with the pouring hole, out of the small V8 juice can. Wash out and dry the can. Cut a
1/2 inch hole in the center of the juice can. Using 1/2 inch nuts, and fender washers and silicone
gasket sealer (you'll have to enlarge the holes in the washers to fit the 1/2 inch pipe), install the 2-1/2
inch length of pipe in the V8 juice can.
20
Leave about two threads of the pipe, showing down inside the can. Use the fender washers on both
side of the juice can to provide support. This can will be eventually filled with BBs', and the
washers are necessary because of the weight.
Take the 1-1/2 inch length of threaded pipe, 2 nuts and some silicone gasket sealer, and install in the
hole of the jar lid, NOT the hole in the very center. Leave 2 or 3 threads of the pipe showing on the
underside of the jar lid.
Back to the juice can. Cut a piece of aluminum window screen to

neatly fit the inside of the juice can, and push it down into the
juice can, leaving no gaps for the BBs' to roll into the threaded
pipe. Fill the can completely, with copper plated BBs'.
Take another piece of aluminum window screen, and pull it over

the end of the juice can, leaving about a 1/2 inch skirt of screen.
Using a large worm gear type hose clamp, gently tighten the
clamp, snugging the screen to the outside surface of the juice can.
You have to be careful here. You want to tighten the clamp just
enough where the juice can STARTS to deform.
Install this can full of BBs' in the center hole of the jar lid, using
washers and nuts. Leave about 1/2 inch of space between the top
of the juice can and the other pipe installed in the jar lid, to allow
the blow-by gasses to exit the jar.
Install 1/2 inch elbow on both pipes protruding from the top of the jar lid. Install a 1-1/2 inch piece
of pipe into each elbow. Obtain 1/2 automobile heater hose, and connect the jar to the engine as
follows:
o From the center pipe of the jar lid, connect to the PCV valve. If the hose is too large, use a worm
gear clamp to secure the hose.
o From the other pipe in the jar lid, connect a 1/2 inch section of heater hose to the vacuum source
of the engine.
MAKE SURE THAT THE JAR IS ABSOLUTELY AIR TIGHT ! ! If not, you will know what is
meant by a vacuum leak.
Now for the hardest part:
You want to locate a spot in the engine compartment to mount a 1 pound coffee can, in which to
hold the jar. Try to locate a place where the hoses can be kept as short as possible.
Cut several holes in the bottom of the coffee can to let any water drain out that may get in the can
after a hard rain or that you have driven through. Cut a couple of pieces of the hose to wedge
between the coffee can and the jar, to keep it snug and not bouncing around.
To make this assembly blend into the engine compartment, paint the jar lid, juice can and the coffee
can, flat black. Consider using hoses the same color as the other engine compartment hoses.
21
Depending on how far you drive, the jar will probably require emptying about once a month.
Vehicles which are driven short distances and the engine never really gets up to maximum
temperature, will require that the jar be emptied about once a week.
The jar will contain mostly water, as a result of condensation that takes place in the oil pan. The
liquid in the jar contains unburned hydrocarbons, water and sludge. The liquid is also mildly
acidic, as a result of the water vapor and the unburned hydrocarbons, combining. Some people
have noticed a slight burning sensation, if the liquid gets on the skin.
About every 30,000 miles or so, wash out the BBs' with varsol or other degreasing agents to keep
the passage ways open.
Your engine will stay cleaner and last much longer. Some people have claimed they have gone
500,000 miles without a rebuild. Three hundred thousand mile claims are common. The greatest
reported mileage increase has been 40%. Twenty five percent is much more common.
You will not believe the sludge and "gunk" that builds up in the jar. I broke an oil pump shaft in an
engine with 185,000 miles on it, and when the oil pan was pulled, there wasn't any sludge or
buildup. I installed the jar when the engine had about 72,000 miles on it. Additionally, the emission
test readings are much lower.
This is one project where you'll get a return on your money and efforts, very quickly.
22
#5 - Gunnermans Surfactant to mix Gasoline and Water as Fuel

DISCLAIMER - this information is presented purely for
entertainment, if you choose to experiment with any of the
information, you do so at your own risk and liability.
This is a patent which claims to reveal how to run an internal combustion engine on a mix of as
much as 70% water and 30% combustible liquid fuel.
The document also reports on the use of metal catalysts as well as the use of a surfactant to reduce
the surface tension in both the water and the combustible fuel which would allow them to freely
mix.
The details came to light from an associate of Mr. Gunnerman who was frustrated with never
ending solicitations for investors yet never application of the technology in the real world. This
associate decided it was time to reveal the entire process.
A good explanation of surface tension is when you put a drop of water on a table and it beads
without pooling into a flat puddle. Surface Tension is what holds it into the spherical shape. With
the addition of a surfactant (detergent), the surface tension is reduced and the water flows out flat
onto the table. This is how laundry soaps can allow water to freely penetrate into clothing for a
'cleaner clean'. Surface tension is also what allows a needle to float on water.
The combustible fuel (gasoline, etc.) is exploded by the high voltage spark, which helps to crack the
water molecule into hydrogen and oxygen which are in turn exploded to not only give a cleaner
burn but also to add considerable thrust to the piston.
The document and associate history is kindly being brought to light so that people can experiment
with it in their own engines.
Some of us plan to try it in a single cylinder lawnmower engine to see if it works as described. If it
does, this might be a means to not only reduce your fuel costs in your vehicle (and it works on
diesel) but also to run a small engine to economically drive a generator to provide electrical power
for your house.
It's not free energy but its a great start if it can be independently proven to work as described.
23
5,156,114 - AQUEOUS FUEL FOR INTERNAL COMBUSTION ENGINE AND
METHOD OF COMBUSTION
Inventor: Rudolph W. Gunnerman

4100 Folsom Blvd
Apt. 9D
Sacramento, Cal. 95814
Appl. No.: 695,304
Filed, May 3,1991
ABSTRACT
An aqueous fuel for an internal combustion engine is provided. The fuel comprises water from
about 20 per cent to about 80 percent by volume of the total volume of said fuel, and a
carbonaceous fuel selected from the class consisting-of ethanol, methanol, gasoline, kerosine fuel,
diesel fuel, carbon-containing gaseous or liquid fuel, or mixtures thereof. A method for combusting
an aqueous mix in an internal combustion engine is provided.
The method produces approximately as much power as the same volume of gasoline. The method
comprises introducing air and aqueous fuel into a fuel introduction system for the engine. The fuel
comprises water from about 20 percent to about 80 percent by volume of the total volume of the
fuel, and a carbonaceous fuel from ethanol, methanol, gasoline, kerosine fuel, diesel fuel, carbon
containing gaseous or liquid fuel, or mixtures thereof, and introducing and combusting said air/fuel
mixture in a combustion chamber or chambers in the presence of a hydrogen producing catalyst to
operate the engine.
AQUEOUS FUEL FOR INTERNAL COMBUSTION ENGINE AND METHOD OF

COMBUSTION
This application is a continuation in part of patent application Ser. No. 07/689,988, filed Apr. 3,
1991, now abandoned, which is a continuation in part of application Ser.No. 07/440,224, filed Nov.
2,1989 and related to application No.07/714683, filed Jan.13,1991.
FIELD OF THE INVENTION
This invention relates to a novel aqueous fuel for an internal combustion engine and to a novel
method of combusting such fuel in an internal combustion engine as well as to a novel fuel mixture
which results from the introduction of the aqueous fuel into the combustion chamber of an internal
combustion chamber in the presence of a hydrogen-producing catalyst.
BACKGROUND OF THE INVENTION
There is a need for new fuels to replace diesel and gasoline for use in internal combustion engines,
especially engines used in motor vehicles. Internal combustion engines operating on gasoline and
diesel fuel produce unacceptably high amounts of pollutants which are injurious to human health,
and may damage the earth's atmosphere. The adverse effect of such pollutants upon health and the
atmosphere have been the subject or great public discussion. Undesirable pollutants result from
24
combustion of carbonaceous fuel with combustion air that contains nitrogen. The relatively large
amounts of air used to combust conventional fuels is therefore, a primary reason for unsatisfactory
levels of pollutants, emitted by vehicles with internal combustion engines.
SUMMARY OF THE INVENTION
A novel fuel and fuel mixture, and novel method of combustion, have been discovered which will
reduce pollutants produced by internal combustion engines operated with conventional
carbonaceous fuels such as gasoline, diesel fuel, kerosene fuels, alcohol fuels such as ethanol and
methanol,and mixtures thereof.
The new fuel mixture is also much less expensive than carbonaceous fuel such as gasoline or diesel
fuel because its primary ingredient is water. The term "internal combustion engine" as used herein
is intended to refer to and encompass any engine in which carbonaceous fuel is combusted with
oxygen in one or more combustion chambers of the engine.
Presently known such engines include piston displacement engines, rotary engines and turbine (jet)
engines. The novel aqueous fuel of the present invention has less than the potential energy of
carbonaceous fuels but is nonetheless capable of developing at least as much power.
For example, an aqueous fuel of the invention comprising water and gasoline has about 1/2 the
potential energy (BTU's) of gasoline, but when used to operate an internal combustion engine, it
will produce approximately as much power as compared with the same amount of gasoline.
This is indeed surprising and is believed to be due to the novel fuel mixture that results from the
release of hydrogen and oxygen and the combination of hydrogen when the novel aqueous fuel is
introduced to a combustion clamber of an internal combustion engine and combusted with
relatively small amounts of combustion air in the presence of a hydrogen-producing catalyst by the
novel method of the present invention.
In its broadest aspects, the aqueous fuel of the present invention comprises substantial amounts of
water, e.g., up to about 70 to about 80 percent by volume of the total volume of aqueous fuel, and a
gaseous or liquid carbonaceous fuel such as gasoline, ethanol, methanol, diesel fuel, kerosene type
fuel; other carbon-containing fuels, such as butane, natural gas etc., or mixtures thereof.
In utilizing this find with the novel method of the present invention, aqueous fuel and combustion
air are introduced into the engine's fuel introduction system, for receiving, and mixing fuel and
combustion air and introducing the fuel/air mixture into the combustion chamber(s). Such systems
may include a conventional carburetor or fuel injection system.
Although it is not necessary for the practice of the invention, when using an engine with a
carburetor, the combustion air may be preheated to from or about 350 degrees F. to about 400F. as
it enters the carburetor. When using an engine with a fuel injection system, the combustion air may
be preheated from about 122 degrees F. to about 158 degrees F. as it enters the fuel injection
system.
The air/fuel mixture is introduced into the combustion chamber or chambers and combusted in the
presence of a hydrogen producing catalyst which facilitates the dissociation of water in the aqueous
fuel into hydrogen and oxygen so that the hydrogen is combusted with the carbonaceous fuel to
operate the engine.
25
The term "hydrogen-producing catalyst" is used herein in its broadest sense. A catalyst as generally
defined as a substance that causes or accelerates activity between two or more forces without itself
being affected. In the present invention it is known that without this substance present in the
combustion chamber, as described herein, combustion of the aqueous fuel DOES NOT TAKE
PLACE in such a way as to produce the desired degree of power to operate the internal combustion
engine.
Without intending to he bound by theory, it is believed that upon generation of an electric spark in
a combustion chamber with a wet atmosphere in the presence of poles formed of hydrogen-
producing catalyst,the electrical discharge electrifies the mass of water present in liquid or gaseous
form, e.g., steam vapor, to enable the electric charge to travel to the negatively charged catalytic
poles to effect discharge of the electric charge.
Dissociation of water molecules appears to occur upon exposure of the mass of water molecules to
the electric charge in combination with the heat of combustion resulting from combustion of the
carbonaceous material component or the aqueous fuel during the compression stroke which along
with combustion of released hydrogen, provides the power to operate the engine.
Although in the presently preferred embodiment it is preferred to use two catalytic poles of
hydrogen producing catalyst, one, or more than two poles, also may be used to disperse the electric
charge. In addition, although the normal spark or standard motor vehicle spark plug system
generating about 25,000 to 28,000 volts may be used, it is presently preferred to generate a hotter
spark, e.g., generated by about 35,00O volts.
Electric spark generating systems are available of up to 90,000 volts and it appears that higher
voltages result in better dissociation of water molecules in the combustion chamber.
DETAILED DESCRIPTION OF THE PREPERRED EMBODIMENT
As indicated previously, one of the advantages of the invention is that internal combustion engines
may be operated with novel fuels and fuel mixtures that require significantly less combustion air for
combustion of the fuel in the engine's combustion chamber.
For example, gasoline used as fuel for an internal combustion engine employing a carburetor
generally requires an air to fuel ratio of 14-16:1 to produce satisfactory power output to operate an
engine and power a motor vehicle. Alcohol, such as pure ethanol, may utilize an air to fuel ratio or
8:1 or 9:1 for satisfactory performance of the same engine.
In contrast to such conventional fuels, the aqueous fuel of the present invention utilizes a lesser,
controlled amount of combustion air. It has been determined that it is critical for the practice of the
invention to employ an air to fuel ratio of not greater than 5:1 for equivalent satisfactory
performance of an internal combustion engine.
The preferred air to fuel ratio in accordance with the invention is from 0.5-1:1 to about 2:1; with an
optimum air to fuel ratio in the range of 0.5: 1 to 1.5:1 and, most optimally 1:1. The reason that the
aqueous fuel and the fuel mixture of the present invention can produce satisfactory internal
combustion engine results is that in practicing the invention, hydrogen and oxygen are released in
the combustion chamber.
26
The hydrogen and oxygen result from dissociation of water molecules and the hydrogen is
combusted along with the carbonaceous fuel of the aqueous mixture. The result is that comparable
engine power output is achieved with less carbonaceous fuel and less combustion air than can be
achieved using conventional combustion or the same carbonaceous fuel with greater amounts of
combustion air.
It is further noted that with the aqueous fuel of the present invention the water component
vaporizes as steam in the combustion chamber. Steam expands to a greater extent than air and the
combustion chamber can be suitably filled with less combustion air. Thus, the water component of
the fuel transforms to steam which expands in the combustion chamber and replaces a portion of
the combustion air used in combusting conventional fuels in the engine's combustion chamber.
The expansion of the steam together with the combustion of the hydrogen released by dissociation
of the water molecule results in generation of the required power output necessary for satisfactory
operation of the engine. It has been previously pointed out that the amount of combustion air
provided in the combustion chamber for combustion with the aqueous fuel of the invention must be
critically controlled so that an air to fuel ratio of not greater than 5:1 is present during combustion.
It has been determined that if too much air, i.e., greater than a ratio of air to fuel of 5:1 is
introduced with the aqueous fuel into the combustion chamber, incomplete combustion of the
carbonaceous fuel results because of the excess of oxygen in the combustion chamber.
Excess oxygen over that required to combust the carbonaceous fuel results when the ratio of air to
fuel is too high due to a combination of the amount of oxygen released from dissociation of the
water molecule and the additional oxygen present in an excessive amount of combustion air.
Incomplete combustion of the carbonaceous fuel results in unsatisfactory performance or the

engine as well as excess emission of undesirable pollutants. By reducing the amount of combustion
air required for combustion in the combustion chamber, less nitrogen is present in the combustion
chamber to combine with oxygen and form undesirable NOX pollutants emitted during engine
operation.
Thus, one important advantage of the invention is the considerable reduction in NOX and other
undesirable emission pollutants over that which are produced by conventionally operated internal
combustion engines using conventional carbonaceous fuels such as, gasoline, diesel fuel etc. in
internal combustion engines.
It is also noted that since hydrogen and oxygen are present in the fuel mixture to be combusted in
the combustion chamber of an internal combustion engine, in accordance with the Invention,
circumstances may arise in which too little water in the aqueous fuel would be unsatisfactory.
For example, where the carbonaceous fuel has a low inherent energy output, i.e. low potential
energy of BTU output per unit volume, greater amounts of water may be desirable because the
release of hydrogen and oxygen by dissociation of water molecules and combustion of the hydrogen
will usefully increase the total energy output of the carbonaceous fuel and water mixture.
For this reason, a lower limit of between 20 and 25% water, eg., greater than 20% water, is
established as the useful, practical, minimum amount of water in the aqueous fuel mixture of the
present invention so as to accommodate a greater variety of carbonaceous fuels within the scope of
the invention.
27
The upper limit of 70% to 80% water is established because a minimum amount of gaseous or
liquid carbonaceous fuel is needed to initiate the reaction, triggered by a spark generated in the
combustion chamber that dissociates the water molecules in the combustion chamber.
It has been determined that from 30,000 BTU energy/gal. of fuel, to 60,000 BTU energy/gal. of fuel
is preferred for the water dissociation reaction.
The aqueous fuel of the present invention comprises water from greater than about 20 percent to
about 70 to 80 percent by volume of the total volume of the aqueous fuel and preferably, a volatile
liquid carbonaceous fuel, such as a fuel selected from the group consisting of alcohols, e.g., ethanol
or methanol gasoline. diesel fuel, kerosene type fuel or mixtures thereof.
Alcohols such as as ethanol and methanol generally contain small percentages of water when
produced commercially and, of course, include oxygen and hydrogen in the molecular structure.
Commercial grades of ethanol and methanol are marketed in terms of a proof number, such as for
example, 100 proof ethanol.
One half the proof number is generally an indication of the amount of ethanol present, i.e., 100 poof
ethanol contains 50 vol percent ethyl alcohol and 50 percent water; I8O proof ethanol contains 90
percent of ethyl alcohol and 10 percent of water, etc..
The aqueous fuel of the present invention is believed to be usable in all internal combustion engines,
including conventional gasoline or diesel powered internal combustion engines for use in
automobiles, trucks and the like, using conventional carburetors or fuel injection systems as well as
rotary engines and turbine jet engines. The invention is believed to be usable in any engine in which
volatile liquid carbonaceous fuel is combusted with oxygen (02,) in one or more combustion
chambers of the engine.
Few modifications are necessary to make such engines workable with the fuel of the present
invention. For example, installation of a hydrogen-producing catalyst in the combustion chamber
or chambers of the engine, such as described elsewhere herein, to act as a catalyst in the dissociation
of water molecules to yield hydrogen and oxygen must be made.
In addition, suitable means to supply and control the input, quantity and flow, of combustion air
and fuel to the combustion chamber(s)is important for optimum engine operation. It is noted in this
regard that the air-fuel ratio is a significant factor in effecting combustion in the chamber(s).
It is also desirable, from a practical point of view, to make the fuel supply and fuel storage system of
rust proof materials. A higher voltage electric system than generally used in internal combustion
engines of motor vehicles operated with conventional carbonaceous fuels, eg., gasoline, is also
preferred.
Systems to provide a "hotter spark" are available commercially. such as from Chrysler Motor
Company. As a further modification to optimize use of the invention, it is desirable to employ a
computer assisted electronically controlled, system to supply fuel to the fuel injectors during the
intake stroke of the internal combustion engine.
The dissociation of water molecules per se, is well known. For example, the thermodynamics and
physical chemistry of water/steam dissociation are described in the text entitled "Chemistry of
Dissociated Water Vapor and Related System" by M. Vinugopalan and R.A, Jones. 1968. published
by John Wiley & Sons, Inc.; "Physical Chemistry for Colleges", by E.B. Mellard, 1941, pp, 340-344
28
published by McGraw-Hill Book Company, Inc.. and "Advanced Inorganic Chemistry"; by F.
Albert Cotton and Geoffrey Wilkinson,1980, pp 215-228.
The disclosures of which are expressly incorporated herein by reference.
Although not required for the practice of the invention, a heater to preheat the combustion air for
the engine and a heat exchanger to use the hot exhaust gases from the engine to preheat the
combustion air after the engine is operating, at which time the heater is shut off, may also be
installed.
Although the presently preferred embodiment of the invention does not require preheated
combustion air/and or fuel, combustion air for the engine may be preheated before it is introduced
into a carburetor or fuel injection system. When using an engine with a carburetor, the combustion
air may be preheated to from about 350 deg. F, to about 400F, as it enters the carburetor.
When using an engine with a fuel injection system, the combustion air may be preheated from
about 122 deg. F to about 158 deg. F, as it enters the fuel injection system. In such cases, the
aqueous fuel of the present invention is introduced into the carburetor or fuel injection system and
is mixed with a controlled amount of combustion air.
The aqueous fuel is preferably introduced into the carburetor or fuel injection system at ambient
temperatures. In the preferred embodiment, introduced into the carburetor or fuel injection system
at ambient temperatures and the air/fuel mixture is then introduced into the combustion chamber
or chambers where a spark from a spark plug ignites the air/fuel mixture in the conventional
manner when the piston of the combustion chamber reaches the combustion stage of the
combustion cycle.
The presence of a hydrogen producing catalyst in the combustion chamber is believed to act as a
catalyst for the dissociation of water molecules in the aqueous fuel when the spark plug ignites the
air/fuel mixture. The hydrogen and oxygen released by dissociation are also ignited during
combustion to increase the amount of energy delivered by the fuel.
It has been observed in experiments using 100 proof alcohol as the engine fuel that the engine
produced the same power output, i.e., watts per hour, as is produced with the same volume of
gasoline. This is indeed surprising in view of the fact that the I00 proof ethanol has a theoretical
energy potential of about 48,000 BTU's per gallon, with a usable potential of about 35000 to 37,500
BTU's per gallon, as compared to gasoline, which has an energy potential of about 123,000 BTU's
per gallon, nearly three times as much.
The fact that the lower BTU ethanol is able to generate as much power as a higher BTU gasoline
suggests; that additional power is attributable to the liberation, i.e., dissociation and combustion of
hydrogen and oxygen from the water, inasmuch as 100 proof ethanol has been found to be a
satisfactory fuel in using the method of the present invention, it is apparent that other suitable fuels
may be made by blending by use of other alcohols and by blending alcohols with gasoline, kerosene
type fuels or diesel fuel, depending on whether the fuel is to be used in a gasoline, turbine or diesel
powered engine.
Experimental work also indicates that 84 proof (42 percent water) ethanol may also be used as a
fuel and it is believed that aqueous fuels containing as much 70 to 80 percent water may be used.
29
THE ENGINE WITH CARBURETOR
To demonstrate one embodiment of the present invention an engine was selected which also had the
capacity to measure a predetermined workload.
The engine selected was a one-cylinder, eight horsepower internal combustion engine connected to a
4.000 watt per hour a/c generator. The engine/generator was manufactured by the Generac
Corporation of Waukesha, Wisconsin under the trade name Generac,Model No. 8905-0(S4002).
The engine/generator is rated to have a maximum continuous a/c power capacity of 4,000 watts
(4.0KW) single phase. The engine specifications are as follows: Engine Manufacturer-Tecumseh,
Manufacturer's Model No.HM80 (Type 155305-H), Rated Horsepower-8HP @ 3600 rpm,
Displacement-19.4 cubic inches (318.3 cc), Cylinder Block Material-Aluminum with cast iron sleeve,
Type of Governor-Mechanical, Fixed Speed-Governed Speed Setting-3720 rpm at No-Load.
(Rated a/c frequency and voltage 120/240 volts at 62 hertz) are obtained at 3600 rpm. The no-load
setting of 3720 rpm provides 124/249 volts at 62 hertz. A slightly high no-load helps ensure that
engine speed, voltage and frequency do not drop excessively under heavier electrical loading.)
Type of Air Cleaner-Pleated Paper Element

Type or Starter-Manual, Recoil Rope
Exhaust Muffler-Spark Arrestor Type
Ignition System-Solid State with Flywheel Magneto
Spark Plug-Champion RJ-17LM (or equivalent)
Set Spark Plug Gap to-0.030inch (0.76 mm)
Spark Plug Torque--15 foot-pounds
Crankcase Oil Capacity-l 1/2 Pints (24 ounces)
Recommended Oil--Use oil classified "For Service SC,SD, or SE"
Primary Recommended Oil-SAE IOW-30 Multiple Viscosity Oil
Acceptable Substitute- SAE 30 Oil
Fuel Tank Capacity-1 gallon
Recommended Fuel-Primary-Clean, Fresh UNLEADED Gasoline
Acceptable Substitute-Clean, Fresh, Leaded Regular Gasoline
A heat exchanger was installed on the engine to use the hot exhaust gases from the engine to
preheat the air for combustion. A platinum bar was installed at the bottom surface of the engine
head forming the top of the combustion chamber.
The platinum bar weighed one ounce and measured 2-5/16 inches in length, 3/4 inches in width and
1/16 inch in thickness. The platinum bar was secured to the inside of the head with three stainless
steel screws.
A second fuel tank having a capacity of two liters was secured to the existing one-liter fuel tank. A
T-coupling was inserted into the existing fuel line of the motor for communication with the fuel line
for each fuel tank.
A valve was inserted between the T-coupling and the fuel lines for each fuel tank so that either tank
could be used separately to feed fuel to the carburetor or to mix fuels in the fuel line leading to the
carburetor.
30
TEST RUNS
A series of tests were performed to determine if 100 proof ethanol (50%, ethanol by volume,
balance water)could be used in the motor which was modified as described above, and if so, to
compare the performance of the 100 proof ethanol with the same amount of gasoline.
Two liters of unleaded gasoline were poured into the second fuel tank with the valve for the second
tank in the closed position. Three and eight tenths liters of 100 proof ethanol were poured into the
one gallon fuel tank with the valve in the closed position. The valve for the gasoline tank was opened
so that the engine could be initially started on gasoline.
Within three minutes of starting the motor, the combustion air entering into the carburetor was
measured at 180 deg. F. At this point, the fuel valve under the ethanol tank was opened and the
valve under the gasoline tank was closed. At that point, the temperature of the air entering the
carburetor had risen to 200 deg F..
Ethanol was now the primary fuel in the motor which exhibited a certain amount of roughness
during operation until the choke mechanism was adjusted by reducing the air intake in the engine
by approximately 90 percent.
Immediately thereafter, two 1800 watt heat guns, having a rated beat output of 400 deg. F, were
actuated and used to heat the combustion air as it entered the carburetor. The temperature of the
air from the heat guns measured 390 to 395 deg F.
After the engine ran on ethanol for approximately 20 minutes, the heat measurement in the
incoming combustion air stabilized between 347 F. and 352 F. The engine was run on the 100 proof
ethanol fuel for 40 additional minutes, for a total of one hour, until two liters of ethanol had been
used. The valve under the ethanol tank was then closed and the engine was turned off by opening
the choke.
Eighteen hundred milliliters of ethanol were left remaining in the tank. The choke was then reset to
the 90 percent closed position, and the engine was started once again. The engine responded
immediately and ran as smoothly on IO0 proof alcohol as it did during the one-hour operation.
The engine was stopped and started in the same manner as on three separate occasions thereafter
with the same results.
While operating the engine on 100 proof ethanol the power output of the generator was measured
and indicated that the ethanol produced 36,OOO watts of power during a one hour period using
two liters of ethanol having energy potential of about 48,000 BTU's per gallon.
After the engine bad stopped running on ethanol, it was operated again with the two liters of
gasoline in the gasoline tank. Forty seven minutes into the test, the engine stopped because it ran
out of gasoline.
Measurements taken on the generator indicated that, when the engine was operated on gasoline, it
was producing power at a rate of 36,00O watts per hour for 47 minutes, using two liters of gasoline
having an energy potential of about 123,000 BTU's per gallon.
31
Comparing these power measurements indicates that two liters of 100 proof ethanol produced the
same amount of power as two liters of gasoline. This is surprising inasmuch as the gasoline has
about 2.5 times as many BTU's as the same amount, of 100 proof ethanol.
This indicates that the extra power from the ethanol must be due to the liberation and combustion
of hydrogen and oxygen from the relatively large amounts of water in the fuel.
Although gasoline was used as the starter fuel to preheat the engine and, thus generate hot exhaust
gases to preheat the combustion air, the use of the gasoline as the starter fuel for preheating is not
necessary and could be replaced with an electrical heat pump to preheat the combustion air until
the beat exchanger can take over and preheat the combustion air, whereupon the electrical heat
pump would turn off.
The above tests comparing the use of the 100 proof ethanol and gasoline were repeated on three
subsequent occasions. each with the same results. A second series of tests, were run which were
identical to the above, except for the use of 84 proof ethanol (42 percent ethyl alcohol and 58
percent water) in place of the 100 proof ethanol.
However. after running about 30 seconds on the 84 proof ethanol, the engine stopped abruptly and
released a fair amount of oil under high pressure from the main bearing in the main engine. The
engine was restarted and abruptly stopped again after operating for about 20 seconds. The above
stoppage appears to have been due to preignition of the hydrogen and/or oxygen during the up-
stroke period of the piston which caused pressure build-up in the crank case which in turn forced
oil under pressure through the main bearing. The pressure inside the combustion chamber appears
to have been relieved through the piston rings into the crankcase, and then relieved through the
main bearing.
The premature ignition of the hydrogen and/or oxygen was probably caused by generating s larger
amount of oxygen and hydrogen which did not occur when using 100 proof ethanol having a lesser
amount of water.
The preignition problem is believed to be curable by using an engine having a shorter piston stroke
to reduce the dwell time of the fuel, including hydrogen and oxygen in the combustion chamber, or
by adjusting the carburetor of the electronically controlled fuel injection system to help reduce
dwell time to avoid generating excessive amount of hydrogen and oxygen.
The engine used in the experiment had a relatively long piston stroke of 6 inches. For the conditions
described above, the piston stroke should be no more than about 1 1/2 inches or less to avoid the
preignition problem in that particular engine.
ENGINE WITH ELECTRONICALLY CONTROLLED FULL INJECTION SYSTEM
A series of tests were run on an engine having an electronically controlled fuel injection system to
determine if that would solve the preignition problem discussed above. The engine used for this
purpose was a 3-cylinder turbo charged electronically controlled internal combustion engine from a
1987 Chevrolet Sprint which had been driven about 37,000 miles.
The head was removed from the motor block and cleaned to remove carbon deposits. Three
platinum plates were attached to the inside of each head so as not to interfere with valves moving
inside the heads during operation.
32
Each platinum plate was 1 centimeter in length and width and was 1/32 of an inch in thickness.
Each platinum plate was attached to a head with one stainless steel screw through the center of each
piece.
Carbon deposits were cleaned off each piston head and he engine was reassembled using new
gaskets. The combustion air intake hose which exits from the turbo and leads to the injector module
was divided in the middle and attached to a heat exchanger to cool the combustion air delivered to
the injector.
The heat exchanger was bypassed by using two Y-junctions on either side of the heat exchanger and
by putting a butterfly valve an the side closest to the turbo so that the hot air stream could be
diverted around the heat exchanger and introduced directly into the injector module.
All pollution abatement equipment was removed from the engine but the alternator was kept in
place.
The transmission was reattached to the engine because the starter mount is attached to the
transmission. The transmission was not used during the testing. This engine was inserted into a
Chevrolet Sprint car having a tailpipe and muffler system so that the engine was able to run
properly. The catalytic converter was left in the exhaust train but the inside of the converter was
removed as it was not needed.
Two one-gallon plastic fuel tanks ware hooked up to the fuel pump by a T-section having manual
valves an the fuel to the fuel pumped could be quickly changed by opening or closing the valves.
TEST RUNS
A series of test runs were performed to determine how the engine as modified above would run
using a variety of fuels. The first test utilized 200 proof methanol is a starter fluid. The engine
started and operated when the fuel pressure was raised to 60 to 75 lbs..
When using gasoline, the fuel pressure is generally set at 3.5 to 5 lbs.. While the engine was running
on the 200 proof-methanol, the fuel was changed to 100 proof denatured ethanol and the motor
continued operating smoothly at 3500 revolutions per minute (rpm) After about two minutes the
test was stopped and the engine shut down because the fuel hoses were bulging and became unsafe.
These hoses were replaced with high pressure hoses and the plastic couplings and the T's were also
replaced with copper couplings and T's. A new pressure gauge was attached. During the testing, it
was noted that the fuel mixture needed more combustion and that the computerized settings of the
engine could not be adjusted to provide the additional air. To overcome this, the air intake valve
was opened.
After these modifications, a new series of tests were performed using 200 proof methanol-in one of
two fuel tanks. The engine started on the 200 proof methanol and the rpm setting was adjusted to
3500. The engine was allowed to run for a few minutes. During that time, the fuel pressure was
adjusted and it was noted that 65 lbs. of pressure appeared to be adequate.
A thermocouple was inserted close to the injector module and provided a reading of 65 deg. C. after
about 5 minutes. A fuel mixture comprising 500 ml of distilled water and 500 ml of 200 proof
methanol were put into the second fuel tank this fuel and was used to operate the engine.
33
Without changing the air flow, the temperature of the combustion air rose from 65 deg.C to 75 C.
after about 1 minute. The RPM reading dropped to 3100 rpm. The engine ran very smoothly and
was turned off and restarted without difficulty.
The next step in the test was to determine how variations in the water content of the fuel effected
engine performance. Using 199 proof denatured ethanol as starter fuel, the engine started
immediately.
The fuel pressure setting was reduced from 65 lbs to 50 lbs, the combustion air measured 65 deg C.,
the RPM's measured 350O, and the engine ran smoothly.
The fuel was then changed into 160 proof denatured ethanol. The fuel pressure was maintained at
50 lbs. The combustion air temperature was measured at 67 deg.C., the rpm's decreased to 3300,
and the engine ran smoothly.
After 10 minutes, the fuel was changed to 140 proof denatured ethanol. The combustion air
temperature rose to 73 deg C., the rpm's rose to 3300, and the engine ran smoothly.
After 10 minutes the fuel was changed to 120 proof denatured alcohol. The combustion air
temperature increased to 73 deg C., the rpm's decreased to 3300, and the engine ran smoothly.
temperature increased to 74 deg.C, the rpm's decreased to 3100, and the engine ran smoothly.
temperature remained at 74 deg.C.,the rpm's reduced to 3100, and the engine ran smoothly.
After 10 minutes, the fuel was changed to 8O proof denatured ethanol. The combustion air
temperature raised to 76 deg. C. and the rpm's reduced to 2900. At that point, an infrequent
backfire was noted in the engine.
100 proof denatured alcohol was then used as the primary fuel and the bypass to the heat exchanger
was closed. The combustion air temperature rose to 160 deg. C and during the next minutes
increased to 170 deg. C. The rpm's increased to 4000 rpm and the engine ran smoothly.
Another series of tests were run with the engine adjusted to operate at 3500 rpm's and with the beat
exchanger removed so that neither the fuel or combustion air were preheated and thus were
ambient temperatures. The engine was started with 200 proof ethanol as the fuel and as soon as the
intake air temperature at the injector module had risen to about 50 deg.C, the fuel was changed to
100 proof ethanol and the engine ran smoothly. The intake air temperature rose to 70 deg.C where
it stabilized. The engine was turned off, restarted and continued to run smoothly.
By adjusting and opening the air intake, the rpm could be increased to over 4000. By slightly
closing the some air intake, the RPM could be reduced to 1500. At both ranges of rpm, the engine
ran smoothly and was turned off and restarted without difficulty and continued to run smoothly.
The rpm of an engine using the method and fuel of the present invention may be regulated by
regulating the amount of air flow into the combustion chamber. In a conventional gasoline powered
engine, the engine rpm is regulated by regulating the amount of gasoline that is introduced into the
combustion chambers.
34
It is evident that the invention involves the use an aqueous fuel which may comprise large amounts
of water in proportion to volatile carbonaceous fuel.
A particularly effective aqueous fuel comprises a mixture of approximately 70% water and 30%
carbonaceous fuel. The thermal energy of the carbonaceous fuel e.g., gasoline is reduced from the
fuels high energy value, approximately 120,000 BTU's per volume gallon in the case of gasoline, to a
BTU content of approximately 35,000 BTUs per volume gallon for the 70% water, 30% gasoline
mixture.
This BTU content of the water/gasoline mixture is sufficient to maintain a reaction in the
combustion chamber of an internal combustion engine, such that the water molecule is dissociated
and the hydrogen molecule (H2) is separated from the oxygen molecule (02) and the so produced
hydrogen gas is utilized as a primary power source to move the pistons inside an internal
combustion engine upon combustion.
The invention is applicable with a variety of volatile carbonaceous fuels, including diesel oil or
kerosene, and those fuels can be also mixed with up to 80% water (e.g., diesel or kerosene) to
achieve the same reaction to dissociate hydrogen and oxygen to release hydrogen gas to power an
internal combustion entine in the presence of a hydrogen producing catalyst.
For this reaction to take effect, it is necessary to equip each combustion cavity inside the internal
combustion engine with at least one, or preferably two, and maybe more, poles of hydrogen
producing catalyst, with a melting point above the temperature of combustion.
Useful catalysts include Nickel, Platinum, Platinum-Nickel alloys, Nickel-stainless steel, noble
metals, Re, W, and alloys thereof, which may be utilized as a hydrogen producing catalyst in the
form of catalytic metal poles.
Combustion and dissociation is initiated by a spark which may be created by a conventional electric
spark generation system. such as is used with conventional motor vehicle engines.
As to further examples of the invention, using fuel and combustion air at ambient temperatures I
took 3 liters of unleaded gasoline (87 octane) with a BTU content of about 120,000 BTU's per gallon
and 7 liters of top water.
I added 10 ml of surfactant (detergent) into this mixture in a first test to enhance mixing or the
water with the gasoline. This procedure was followed to produce additional mixtures with 25 ml
and 40ml of surfactant to obtain the water/gasoline mixture. The same procedure was also followed
with using tap water which was filtered through a deionisation unit and charcoal filter to remove
the chlorine and other impurities present in the water.
Each of the above described mixtures was then tested in a 4 cylinder. 2.5 liter internal combustion
engine equipped with injectors, which were attached to a fuel rail. The fuel used during those tests
was disbursed to the fuel rail through a Bosch multi-port pressure measuring device. The engine
was also equipped with a fuel carburetor.
The carburetor is only used for the air intake into the engine as the air/fuel ratios were substantially
lower and differ with the various fuels used; for example, starting at 0.75:1 with the 50/50
water/alcohol mixture and from 1:1 to 3:1 for the 70% water/30% gasoline mixture.
35
Normally, a gasoline engine using gasoline as fuel utilizes an air fuel ratio of 14:1. Such an engine is
equipped with a cylinder but is changed to accept two I/2 inch diameter nickel bolts or screws, as
the hydrogen-producing catalyst, with the screw part being of 1/4 inch diameter to practice the
invention.
The nickel bolts were placed 1/2 inch apart on top of the piston. In another modification I placed a
flat piece of aluminum (6 inches by 12-inches) inside and on top of the engine head.
I drilled and tapped three 3/4 inch holes into the cover of the engine head in a horizontal position
approximately 3 3/4 inches apart. I screwed some copper adapters into these holes. The adapters
are connected with each other by a 3/4 inch copper pipe which was fitted into the muffler.
This device carries the exhaust gas from the engine and I have found that it is sufficient to take out
water vapors (steam) from the head, otherwise the water vapor will accumulate in the engine and
crankcase oil which is not desirable.
Each of the above mentioned fuel mixtures were tested while the engine was in neutral so as not to
move the car and were found to be capable of self starting the engine by just by turning the ignition
key of the car. It was not necessary to use a secondary fuel to start the engine.
The 2.5 liter engine utilized in those tests was in a standard 2.5 liter Chrysler turbo injection engine
with the turbo and all smog and pollution abatement equipment removed. This engine also had a
factory installed 3-speed automatic transmission with a gear ratio of 1:3.09.
The same test series as mentioned above was also performed utilizing the same internal combustion
engine and car, with approximately from 20% to 25% diesel and 75% to 80% water, with the same
results.
Additional tests were conducted with from 20% to 25% kerosene fuel and from 75% to 80% water
where like results were also obtained.
In another test series, I used a 70% water/30% gasoline emulsified mixture as the only fuel to
power the engine in a test 'City Car', which I developed for testing purposes. This car is a 4 door, 5
passenger frontwheel drive car with a net weight of 2,500 pounds.
In tests I was able to drive this car with the above mentioned fuels from 0 to 60 miles per hour in
about 6 seconds. I tested the car to a top speed of 75 miles per hour but the car could be driven
substantially faster.
As discussed above, I have also determined that it is important to control the air to fuel mixture to
obtain optimum results. In one test, I ran a 14:1 air fuel ratio, the same as conventionally used with
gasoline, and this resulted in an incomplete combustion within the engine and large amount of
water and fuel mixture exiting the tail pipe.
The same occurred using an air to fuel mixture of 7:1. These tests were conducted using a 70%
water and 30% gasoline mixture, water and diesel at a 75% to 25% mixture and water and
kerosene at 75% to 25% mixture. The incomplete combustion began to subside to satisfactory levels
with air to fuel ratios of 3:1 or less.
36
Outer limits and optimum properties are easily determined for any given aqueous fuel mixture
using the procedure described above but the air to fuel ratio should not exceed 5:1.
I have also found that a wetting agent or surfactant may be desirable. One such agent which has
proved to be useful has a trade name of Aqua-mate2 manufactured or distributed by Hydrotex in
Dallas, Texas.
(Contact and price information follows;
Hydrotex
1165 Empire Central Place
Dallas, TX 75247
(214) 638-7400
Four 2 gallon bottles of AquaMate2 cost $251.84 as quoted by Carol to Jerry Decker on 01/28/99.
Carol says any purchases over $400.00 get free shipping.
Asked if they had larger quantities as in 55 gallon drums and Carol responded no, because the
surfactant will separate into its components in the larger container.
We will probably buy one case for our own experiments here at KeelyNet if anyone might be
interested in buying a gallon or so from our case and pay for shipping to their address.
You will note also that all soaps and detergents are surfactants which means you could quite
possibly experiment with any good detergent.
Obviously, other wetting agents available commercially that help disperse carbonaceous fuels in
water are also usable.
I additionally conducted tests on all three above described fuels using 50% water and 50%
carbonaceous fuel which was adequately dispersed in the water. These tests also allowed the engine
to run very satisfactorily.
Another car test is in progress using 50% water and 50% alcohol with an energy content of
35,000BTU's per gallon. Test results of 20 miles per gallon of actual driving have been achieved.
With proper fuel management in the engine, efficiency can be effectively increased significantly
upwards to 30 miles per gallon or more.
The benefits of the invention are substantial since about a 70% reduction of air pollutants is
obtained with a total elimination of NOX. There is also a 70% reduction of the fuel price to drive a
vehicle through reduction of the amount of gasoline used.
Furthermore, there are other substantial advantages; such as possible reduction or elimination of
need for oil imports. Other gaseous or liquid carbonaceous fuels may be used, including gaseous
fuels such as methane, ethane, butane or natural gas and the like which could be liquified and
substituted for ethanol and methanol as used in the present invention, or used in gaseous form.
The present invention could also be used in jet engines, which is another form of internal
combustion engine.
37
While the embodiments of the invention chosen herein for purposes of the disclosure are at present
considered to be preferred, it is to be understood that the invention is intended to cover all changes
and modifications of all embodiments which fall within the spirit and scope of the invention.
Additional information
This was posted to the newsgroup sci.hydrogen;
I have been researching the process of splitting water (H2O) into its components, Hydrogen and
Oxygen, to be re-mixed and burned as fuel since '66.
I have noticed many questions from novices regarding auto conversion to hydrogen. Here are a few
bits of info that should help. Hopefully, you won't have to pay any "non-profit" groups just for
information on this low -polluting fuel [when burned with air, 78% Nitrogen, there is Nitrogen
Oxide emissions (smog)].
The conversion of a vehicle to hydrogen is relatively simple and inexpensive, using an older car
before fuel injection. It is very similar to a propane conversion, costing about $500.
The main parts needed are an Impco model CA300 type carburetor, an Impco low pressure
regulator, a hydrogen storage tank, and the hydrogen, (try Linde Co).
Because hydrogen burns very hot (it will burn a hole through a normal piston) some use plastic
polymer coated pistons or sodium filled valves (expensive). Most solve this problem by mixing in
some of the water as (steam) vapor to cool the combustion at the expense of loss of power.
Since hydrogen has 2.5 times the power of gasoline, it doesn't matter much. You can still keep up
with a supercharged race car... Because of the rapid combustion, the ignition gap has to be very
small, like .001 inch.
One of the vehicles ERDA reviewed way back in '74 used oxygen instead of air, to burn the
hydrogen. The Perris Smogless Automobile Association from UCLA was using a Model "A" Ford
as one of their hydrogen fueled test engines that carried a tank of compressed hydrogen and a tank
of compressed oxygen.
This was mixed together in an "oxybureter" (a closed carbureter)and then ignited in the cylinders,
as is gasoline. The exhaust was pure hydrogen and oxygen.
This exhaust was rerouted back to the fuel tank to be used again as fuel. Unfortunately, many took
this to be a perpetual motion device, and dismissed it without any real consideration. It performed
beautifully, as did their next Hydrogen-Oxygen powered the vehicle, without pollution, and did not
have the relatively weak power compared with an electric vehicle, such as the Fuel Cell type
vehicles use. No matter how efficient the Fuel Cell, they still use an electric motor.
In the last 20 years, I have seen little change published regarding hydrogen power processes. New
"electrolysers" are being patented using the same old electrolysis processes, using higher pressures
& temperature, and achieving more efficient electric power with newer, expensive electrolytes.
38
A few novel approaches noted included forcing electron leakage to separate molecules by high
voltage, or using "resonant cavities" to boost and re-boost the power to achieve the necessary
decomposition energy for water.
Most of these processes use the same principle of using electrochemical energy to decompose the
water, taking a long time to do it, and still dealing with clumsy storage processes. While these may
or may not work (the patent attorneys don't care), the processes require constant input energy, and
also take too long to generate onboard fuel.
There is an ongoing debate that a hydrogen-oxygen engine as a closed system could not work
because it is a violation of one of the laws of thermodynamics - it could not put out more energy
than was put into it.
In other words, it would take more energy to split the water into its components than it would get
out of the hydrogen oxygen combustion.
One needs to step out of the bounds of chemistry to justify this self-sustaining chain reaction
process. Remember that old concept of E=MC squared?
Matter is Energy! Hydrogen and oxygen molecules are energy "packets". Water molecules are
being used up as energy, which balances an energy equation, when the mass=energy is factored in.
A Water-Splitting chain reaction is needed, decomposing water into Hydrogen and oxygen to be
used as a non-polluting fuel - if not already discovered and put away until the fossil fuels are used
up.
My first attempt at a web page still under construction describes a process to achieve a water-
splitting chain reaction.
To skip the preliminaries, click on "water splitting" to the red lined part. Sorry I haven't completed
my sub/sup scripts in the formulas. - BCNU, Coop
From another inventor who has been working on it since 1968 and achieved what I think is major
success (8 amps in for hydrogen production, then 15 amps out with a generator attached to a
lawnmower engine that burns the hydrogen with air)..he is working on his own web page with full
details....he is the closest I know to Dad Garretts success in Dallas in 1935.......he says;
I use the mixture and run it into the intake with atmospheric air. I know this creates some oxides of
nitrogen, but so does gasoline and nobody seems to give a damn about that, so neither do I!
I have built steam engines powered by hydroxy. I have had the idea to use the vacuum-forming
capabilities of hydroxy to let the atmosphere expand in the cylinders of a rankin-cycle steam engine
instead of steam--but I have never built the machinery.
If you compress pure hydroxy--it forms water. No good.
If you inject the mixture into a cylinder and then close the intake valve and continue to crank for 20
degrees or so--it expands the mixture and sort of dries it out.
39
I detonate at about 20 to 45 degrees past tdc (top dead center of the piston stroke) and I get a hell-
of-a-blast-power-stroke. Because the hydrogen goes off so fast, you don't need to have it "burn" for
the entire 180 degrees as in a gasoline or diesel engine.
I use the exhaust stroke open for 180 degrees. This sort of makes the engine run like a two-stroke--
modified.
When you start using water as fuel, you have to sort of throw out the rule book. The rules change.
40
#6 - Drano & Aluminum for a DIY Hydrogen Generator
1. Requirements:
Read this entire article before starting anything.
Anything printed in red indicates hazards or danger, pay attention to this. If you are color blind
then have someone who isn't colorblind read this and explain it to you.
BE VERY CAREFUL IF YOU ATTEMPT THIS, AS IT USES DANGEROUS CHEMICALS AND

GASES
* I don't recommend putting anything on your car unless you have perfected it, this process is
purely experimental and there's a lot more work that needs to be done to reach perfection.
41
2. Safety Issues
Sodium Hydroxide is the active chemical that works with aluminum to release hydrogen from the
water, READ ALL THE INFORMATION BELOW BEFORE PROCEEDING - Hydrogen gas will
be created with this process, hydrogen gas is explosive and will burn, thats how an engine uses it.
If you plan on trying this on a vehicle, do it outside as excess hydrogen could be generated AND
COULD CREATE AN EXPLOSION HAZARD IF DONE INDOORS Do not attempt to do this
unless you understand all the risks you are taking!
I do not accept responsibility for any loss of life, limb, injury or property because of the use of
information printed in this eBook, you are on your own as this procedure is considered
experimental. Hydrogen burns with a colorless odorless flame, it can displace oxygen and cause
suffocation.
Sodium Hydroxide (LYE) is highly corrosive and will cause chemical burns if you get it on your
skin, it can cause blindness if you get it in your eyes. PLEASE READ MSDS SHEETS ON THE
NET FOR BOTH HYDROGEN AND SODIUM HYDROXIDE!
Chemical Safety Data: Sodium Hydroxide
Common
Caustic soda, soda lye
synonyms
Formula NaOH
Form: White semi-transparent solid, often supplied as pellets weighing

Physical
about 0.1g
properties
Stability: Stable, but hygroscopic. Absorbs carbon dioxide from the air.
42
Melting point: 318 C
Water solubility: high (dissolution is very exothermic)
Specific gravity: 2.12
Contact with the eyes can cause serious long-term damage.

Principal
The solid and its solutions are corrosive.
hazards
Significant heat is released when sodium hydroxide dissolves in water
Always wear safety glasses. Do not allow solid or solution to come into
Safe handling contact with your skin. When preparing solutions swirl the liquid
constantly to prevent "hot spots" developing.
Eye contact: Immediately flush the eye with plenty of water. Continue for
at least ten minutes and call for immediate medical help.
Skin contact: Wash off with plenty of water. Remove any contaminated
Emergency
clothing. If the skin reddens or appears damaged, call for medical aid.
If swallowed: If the patient is conscious, wash out the mouth well with
water. Do not try to induce vomitting. Call for immediate medical help
Small amounts of dilute sodium hydroxide can be flushed down a sink with
Disposal a large quantity of water, unless local rules prohibit this. Larger amounts
should be neutralised before disposal.
ALWAYS wear safety glasses when handling sodium hydroxide or its

Protective
solutions. If you need gloves, neoprene, nitrile or natural rubber are suitable
equipment
for handling solutions at concentrations of up to 70%
Sodium hydroxide
Further
Chemicals in the HSci database
information
More extensive safety data
3. Theory of operation
Present Invention
The present invention relates to production of hydrogen gas by reacting aluminum with water in
the presence of sodium hydroxide as a catalyst. The process is carried out at room temperature and
produces lot of heat and hydrogen gas of high purity.
43
The invention also relates to using a simple hydrogen generator which uses water and aluminum
particles as fuel, and sodium hydroxide (NaOH) as a catalyst. The aluminum used in the reaction
comprises aluminum foil, electrical wire, beverage cans and other similar aluminum waste.
The catalyst is mixed with tap water in a proportion of about 225 g. per liter of water. The sodium
hydroxide content of the catalytic solution is preferably about 18% by weight. The catalyst is not
chemically consumed in the process.
A series of experiments were carried out to measure the volume of hydrogen gas produced in the
reaction at room temperature of 21 degree C and an atmospheric pressure of 758 mm Hg. It was
noticed that a typical reaction with less than 5 grams of loosely crumpled aluminum foil, is complete
in less than 5 minutes. The results of these experiments are shown in the Table below.
H2(l) Deviation
Exp.(#) Al (g.) H2(l) H2(l)(STP) Yield (%)
Theoretical (+/- %)
1 2.08 2.94 2.71 2.59 104 2.6
2 2.03 2.85 2.62 2.53 104 2.6
3 2.21 3.05 2.81 2.75 102 2.5
4 2.16 2.9 2.67 2.69 99 2.6
5 2.2 3.04 2.8 2.74 102 2.5
6 2.21 3.04 2.8 2.76 102 2.5
7 0.73 1.03 0.94 0.91 103 2.4
8 0.83 1.15 1.05 1.03 102 2.2
Ave. 102 2.47
The reaction yields a net maximum heat production during hydrogen generation of 195.6
kCal/mole. A further 204.9 kCal/mole will be released if the hydrogen is burned with oxygen. 51%
of the reaction energy is used to form hydrogen gas and 49% goes into the production of heat.
44
Mixture of water (H20) and Sodium Hydroxide are added to reaction tank then aluminum is added
to start releasing hydrogen and heat. Since top of reaction tank is closed, hydrogen gas travels
through outlet line into the water lock, water lock is added as a safety feature to lower the
possibility of an explosion should an engine backfire occur.
It also filters the hydrogen gas to help remove sodium hydroxide vapors. Most cars and trucks have
aluminum engine components and since we know it will dissolve aluminum this would not be good
to get inside of engine parts.
Then the hydrogen gas enters the inlet side of the airfilter housing where it will be drawn in and
burned by the combustion process.
4. Making the Device
Lets go shopping, make a list of the things you will need
Tools:
1. Saw that will cut large diameter PVC pipe, for my project I used a hacksaw and rotated pipe
while cutting.
2. Pocket knife to cut tubing
3. Drill and bits to drill hole/s in canister and/or air cleaner housing for gas outlets/inlets
Resource for 3/8" ID vacuum check valves US Plastics

Resource for Sodium Hydroxide through Ebay search
45
Materials
1. 3 to 6 feet clear sprayer tubing from a local farm and ranch supply, 3 to 6 feet should be plenty
depending on location of your hydrogen generator. I chose clear so I could see vapors moving
through hose. I word of caution, this got very hot when testing, use high temp hoses
2. 18 to 24 inches of 4" diameter PVC sewer pipe, you will cut this to length (longer is better)
3. 1 solid end cap to close off bottom of canister
4. 1 end cap with threaded cleanout, this is the end where you will add your reactive mixture into
5. PVC prep solvent and glue, make sure you using the proper adhesive for your PVC or you might
have leaks
6. Zip ties to hold your device in place, this must be done to prevent contact with hot or moving
parts.
DO NOT MOUNT REACTION CHAMBER WITHIN 12 INCHES OF EXHAUST MANIFOLD

or EXHAUST SYSTEM AS THERE IS TOO MUCH HEAT!!!
Silicone RTV to seal around fittings (use automotive type).

Vaseline or grease to seal threads on end cap
Several miscellaneous 3/8" nipple fittings (90 degree and straight)
My list of parts set me back about $30.00, yours may be more of less depending on your location
DO NOT MOUNT REACTION CHAMBER INSIDE PASSENGER COMPARTMENT SINCE IT

IS A POTENTIAL EXPLOSION HAZARD
Cut your PVC pipe to the maximum length that your choice in location will allow, test fitting will be
necessary during this part once the proper length is determined then you can use the PVC prep
solvent and glue (follow your products directions) to attach first the bottom end cap on, then repeat
for the top cap. I test assembled everything first before gluing just to make sure it would fit my
location ok. Closed hood, checked all clearances, then did a final assembly. Let glue cure for
amount of time on adhesive can directions.
After glue is cured then drill hole in side and top of reaction cannister, just below bottom of cap but
make sure you leave enough space to allow retaining nut to be installed. Seal with RTV sealant
between hole and fitting, install nut and tighten. This connection needs to be gas tight, after RTV
sealant is cured you can use a hand type bicycle pump to add a small amount of pressure through
the nipple fitting and check for leaks with soapy water. You don't want any leaks in your canister.
46
Next step is to build a water lock tank, you can make this out of a medium sized bottle and will be
located away from hot or moving parts. The inlet line goes to the bottom of the water lock and the
outlet goes to air filter housing with tubing ran between them.
5. Implementing the device
Now we're excited, we got our project built and ready to make it work on our car. * The reaction
chamber is tied into a safe location, not against any moving or hot parts. The waterlock assembly is
filled halfway with water and has been checked for gas leaks with soapy water.
Tubing has been run between reaction chamber to the water lock, from the water lock to the air
cleaner housing. Now it time to take your car outside if it isn't already. Put your safety goggles and
rubber gloves on at this point. Fill the reaction chamber with 1 to 2 quarts of water (depending on
how big you built it, never fill more than halfway).
For my tests I used 10 tablespoonfuls (heaping) of drano to 1 quart of water. This mixture dissolved
a pop can in less than an hour, and clean aluminum would dissolve even quicker. Most cans have
paint or coatings that turn into gunk that floats around and slows down the process. Unpainted
aluminum is best.
Once I mixed the drano with the water, I let it settle down after the initial mixup, 5 to 10 minutes.
Then whatever aluminum you have can be added, be careful to not splash, I mounted my reaction
chamber at a slight slant so when adding aluminum it would just slide in and not splash.
After adding aluminum you will start to see it bubble and hiss, this is the hydrogen being generated.
Screw the end cap into the chamber (the threads should be coated with petroleum jelly to seal).
Hydrogen should start to push out of the reaction chamber and into the water lock, from the water
lock into the air cleaner. You should be ready to go for your drive at this point.
47
6. Testing Stages and issues
All experiments have their growing pains and some things will work better than others. You will
find what mixtures work well, how many cans / grams of aluminum per 100 miles travel. I noticed
about a cup of water was consumed with one pop can dissolved.
You will have to add water and aluminum to continue the reaction, but no additional sodium
hydroxide is needed. I have yet to came up with an effective way to regulate adding water
automatically, but where there's a will, there's a way. Same thought for adding additional
aluminum to continue the reactive process.
Another problem is the reactive process will continue when you turn your car off until all the
aluminum or water is used up. This is the main reason this process is done outdoors so extra
hydrogen is ventilated away into atmosphere.
Do be careful!
48
#7 - Preheat/Vapor
DISCLAIMER - this information is presented purely for
entertainment, if you choose to experiment with any of the
information, you do so at your own risk and liability.
Air pollution from internal combustion engines is caused by unburned hydrocarbons, i.e. pollution
as found in exhaust fumes. Only gasoline vapor will explode, droplets end as pollution.
Using heat or mechanical agitation to more completely vaporize the gasoline before it enters the
intake manifold can result in more efficient operation and a reduction in unburned hydrocarbons.
A list of over 500 'hidden' US patents using heat and mechanical action to vaporize gasoline is
given; also instructions to access the US Patent Office over the Internet and download patents.
Following is a history of this technology from the turn of the century to the present. Two modern
patents that use a process called thermo-catalytic cracking to vaporize the gasoline are described.
Missing information that would enable the reader to build a working model of one - the
Gunnerman patent - is footnoted at the end of this paper.
A United States Patent runs for 17 years from the date of its publication in the Official Gazette.
After that, it expires. It then falls into the 'public domain',this means that the inventor has lost all
legal proprietary rights over the invention and it can now be used by all. There is no longer any
legal or practical reason why a US inventor should maintain secrecy or keep proprietary
information after the US Patent falls into the 'public domain'.
The address of an inventor is on file at the US Patent Office and may be obtained upon request.
Would any of the inventors in this list share information concerning their devices after the patents
expired?
Perhaps this information could save a researcher much time and money in perfecting a vapor
carburetor or fuel injection system.
Several vaporizer devices using heat to vaporize fuel have been commercially produced in the first
half of the twentieth century. Considering the Otto-cycle or four stroke internal combustion engine
is mechanically the same since its invention before the turn of this century, could we not conclude
that these vaporizer systems are practical and work?
Material discussed in - the Vapipe - (US Patent 3,957,024) - leads us to this conclusion. We have not
been able to find any such examples commercially produced and marketed after 1940.
49
There are two types of heat-exchanger vaporizers - those that burn heavy oils and those that
vaporize gasoline. Heavy oils and kerosene will run an internal combustion or 'gas' engine, if the
heavy ends in the fuel can be put into a vapor state - either by heat or mechanical action.
Before the 'gas crises' of the 1970's, kerosene cost from 1/2 to 1/3 the price of an equivalent quantity
of gasoline in the USA. This made such vaporizers economically practical, since a farmer or
machinery operator would save a considerable amount in fuel costs.
The 1905 Scientific American has an advertisement on page 433 for 'The Meitz And Weiss
Kerosene and Gas Engine'. It was "belted or directly coupled to dynamo for electric lighting,
charging storage batteries, pumping, and all power purposes - ADOPTED BY US
GOVERNMENT; Highest award, direct coupled generator set Paris Exposition 1900; Gold Metal,
Pan American Exposition 1901."
A list of Interesting Items

1
Gasoline engines were adopted in Great Britain for burning low grade kerosene and oils in
generator and agricultural work as early as 1911.
2
Scientific American published further favorable comments on the development of 'distillate
gasifiers' in 1913.
3
The Society Of Automotive Engineers was aware of vapor technology in 1913. N.B. Pope, Member
of the Society says of this;
"It is evident that at least that a carburetor designed for heavy fuel may be more satisfactorily
operated with gasoline than a gasoline carburetor with heavier fuel. To assist in the vaporization of
the lower grade fuels, more heat is necessary than for gasoline."
4
The process of using heat to vaporize fuel was accepted by mainstream engineers from the earliest
period.
5
A retired mechanical engineer told us that the US Government Bureau Of Standards certified and
tested fuel vapor systems submitted for inspection up to the early 1930's. In view of the claim
'ADOPTED BY THE US GOVERNMENT' made in the early Scientific American advertisement,
we wondered if such records of tests conducted might still exist in Government archives.
A Freedom Of Information Act(FOIA) request to the National Bureau Of Standards gave the
following reply;
"records of the tests you are requesting have been disposed of. In the 1958-1960 period, National
Bureau Of Standards made a decision to destroy certain test records after holding them for 20
years. This decision was made after Congressional approval was given."
6
"A practical vapor carburetor system for use on the internal combustion engine in the Fordson
tractor enabling it to use "the whole range of fuel oils, from benzol and gasoline down through
kerosene to the very heavy fuels, such as black oil commonly used in Borneo."
50
7
The device was made by the Holly Carburetor Company, (which today makes carburetors for
'performance' cars or "hot rods") in the year 1925. The editors of Automotive Industries tested a
Fordson tractor running the gasoline engine with waste crankcase lubricant! It was said of this;
"runs under actual field conditions were made with the tank filled with waste crankcase lubricant.
Even with this unusual fuel, little or no smoke showed at the exhaust end and the engine had the
flexibility of gasoline operation& the element time lag has been reduced to a minimum, so that with
the improved economy the demand for flexibility and ease of starting has been satisfied."
8
The Holley Vaporizer installed in the Fordson Tractor was so popular with farmers around the
world that Bates and Strettell in the Proceedings Of the Institution Of Mechanical Engineers report
on its widespread use in Great Britain in 1962!
9
In the intervening period, we found two other references to a multifuel vaporizer that was
marketed to the public in the literature. In 1936, the Italian company Fiat developed a vaporizing
system for heavy fuels known as the "Naftoil". It was two carburetors in one, starting on gasoline
and switching to heavy oils such as kerosene and gas oil when the motor was warm enough to run
the vaporizer carburetor.
10
The Italian engineer A.P. Castellini used fuel oil in a gasoline engine by using a high pressure
pump which forced the fuel at a pressure of 3600 pounds through very fine jets into the intake
passage. The oil is vaporized by mechanical means instead of heat. The engine was said to be readily
started when cold, a problem with these systems.
11
This was in 1936, and we could find no more references to the production of such devices in the
literature.
This system will work on the internal combustion engines of today. Refer to recently granted US
Patent # 5,555,853. The possible practical result of further research into this is that so called 'waste
oil' that is normally is discarded (recycled = given back to the oil companies) can be used to power a
gas engine. This might be important if political crises like the oil price hikes of the early 1970's take
place again. The Abstract of the Patent says;
"A lightweight back-pack generator set having a spark-ignited engine operating on middle-distillate
fuels (e.g.:JP-5 and F-34) has been provided. The generator set includes a back-pack frame; an
alternator, and a spark-ignited combustion engine, adapted to operate on middle-distillate fuel. The
engine uses a preheater for heating the intake manifold to facilitate start-up operation of the
engine."
A conversation with one of the inventors in Canada by telephone revealed some interesting points.
He was familiar with the 1925 Holley Vaporizer and said that his unit would also run on (filtered
and strained) crankcase oil or other wastes of this type.
As described in the Abstract, this would make it practical for an infantry unit in a wartime
environment, since the group could use almost any petroleum distillate as fuel. He also said it could
be used in larger engines, such as an alternator/generator or stationery engines on a farm.
51
Pollution levels were at or below United States Environmental Protection Agency requirements for
conventional gasoline engines. It was easy to start in cold weather-overcoming a major
disadvantage of older units.
Vaporizer carburetors for gasoline using exhaust heat have been commercially produced in the past
in the United States and elsewhere. In 1923, the Stewart-Warner Corporation sold an exhaust gas
operated heat exchanger carburetor vaporizer system commercially in the United States. The
system was favorably reported on in the technical literature of the time.
12
It was said;
"Further claims for the direct fuel system are that it eliminates the formation of carbon, as the fully
vaporized fuel will burn more nearly completely; that it permits the use of lower jacket water
temperatures; that it reduces the tendency to detonate; that it provides better fuel distribution -
ensuring smoother performance and that it reduces crankcase dilution and its related troubles -
wear and corrosion."
13
In 1924, a vaporizer was produced and sold by a group of Chicago engineers. It used exhaust gas
to vaporize the gasoline, and claimed to be self adjusting inasmuch as it enriched the fuel for high
speed and heavy pull and leaned it otherwise. "A decrease in the CO (ie: carbon monoxide) content
of the exhaust combined with a greater fuel efficiency was noted in the article.
14
A gasoline vaporizer was developed in 1925 in Canton, Ohio. It was said of this device;
"that none of the raw gasoline delivered by the carburetor during starting can get into the engine
cylinders. The fuel is vaporized not by contact with the relatively small and excessively hot area,
which often results in cracking, but by a differential action which removes the lightest constituents
first and brings the remainder in contact with surfaces of increased temperature until they are
vaporized also."
15
This principle is the same as that given in the writings of inventor R. Covey in his patent
4,611,567 and in literature privately printed and circulated by him.
16
Covey referred to the Voight patent 2,733,698 column 3, lines 40-45. He also referred to the
Spindler patent 2,185,573 page1, column 2, lines 20-30 on 'dry' gas. He said that an understanding
of these patents is essential to successfully designing an efficient vapor system.
Charles Nelson Pogue of Winnipeg, Canada produced a highly efficient vaporizer carburetor using
exhaust gas as a source of heat for tractor and vehicle usage in the late 1930's. CN Pogue was issued
US patents 1,750,354, 1,997,497 and 2,026,798.
The final design based on his last patent would cut the gasoline consumption of a tractor under
conditions of maximum load down to between one half and one third of what it was equipped with a
'stock' carburetor. It obtained 130 miles per Imperial gallon on a subcompact car with an 80 cubic
inch engine cruising at 65 mph under ideal climatic conditions-early September-in Winnipeg and
surrounding areas. This claim was made by the head of an auto firm in Winnipeg, Canada who has
physical possession of part of a Pogue carburetor system.
52
17
In this article, the reader must be mindful that an Imperial gallon used in Canada in the 1930's
equals five US quarts of gasoline. This becomes one hundred miles per US four quart gallon using a
little arithmetic. The carburetor was sold to farmers until the beginning of WWII, and then its
production and distribution stopped for undetermined reasons.
18
It has been said that the Pogue carburetor was used under conditions of strict military secrecy in
the North African desert inside of the Bren Gun Carrier against General Irwin Rommel's Afrika
Korps and may have been a reason for his defeat. It was also said to have doubled the effective
range of these vehicles under conditions of desert warfare-making them superior to Rommel's
technically better equipment.
19
Former US President Ronald Reagen issued an Executive Order declassifying all activities and
information recorded or experienced before the end of World War II in 1945; so these adventures
are no longer under a security classification.
Since CN Pogue in the late 1930's, a heat exchanger type vapor system has been commercially
produced in the United States or Canada. The large energy and automobile companies have
constructed working prototypes and done research on heat exchanger vaporizer carburetors since
the oil crises of the 1970's, although these have not been brought to public attention in the mass
media.
Douglas R. Hamburg of Ford Motor Company was awarded a patent for an 'Electric Fuel
Vaporizer' in 1977.
20
He published SAE paper 760288 on his work with this patent.
21
He claims - as a significant innovation - an electric vaporizer in series with the exhaust operated
system for an easy start from vapor. A gasoline vaporizer system described in the August,1923 SAE
Journal makes a similar claim:
"special efforts have been made in the design of the carburetor to facilitate starting in cold weather;
to this end, for starting, the gasoline is vaporized and superheated electrically."
22
The inventor Ray Covey solved the problem by leaving the conventional carburetor attached to
the engine and placing the vaporizer in series with it connected by a heat insulated tube. The engine
could be started from the regular carburetor and then switched over to vapor mode once the heat
exchanger had reached the proper temperature by use of a two way electric solenoid switch in
series with the carburetor fuel line.
This had the added advantage of being able to switch back to the 'stock' carburetor if there was a
malfunction in the vapor system. Less complexity means fewer mechanical problems. Engineer
Hamburg says;
"The basic vaporized gasoline metering system utilizes engine exhaust heat to fully vaporize liquid
gasoline entering an exhaust gas heat exchanger."
23
Such technology has been well known to those skilled in the Art for over half a century. The SAE
Journal for August,1923 has an extensive discussion of this concept by one of its members in the
article "Exhaust Heated Vaporizer."
53
24
One of the favorable results from this was;
"The use of extended lean limit operation is an intriguing approach to the control of exhaust
emissions, and is based on the relation of such emissions to air fuel ratio shown qualitatively in
Figure 13.
25
Figure 13 of SAE paper 760288 shows an inverse relationship between the percentage of NO, HC
and Carbon Monoxide emissions from the exhaust and an increase in the Air-Fuel Ratio between
12:1 and 22:1.
The heat exchanger 26 in Figure One of Hamburgs' 'Electric Fuel Vaporizer' patent was granted a
separate patent #4,161,931 in 1979.
26
Hamburg and Giardini conclude;
"Experimental results have indicated that to the extent to which the air-fuel ratio may be controlled
more accurately, the ability to implement techniques for the reduction of atmospheric pollutants
generated by a combustion engine may also be increased."
27
If the more complete combustion of gasoline made possible by heat exchanger technology makes
workable lower polluting emissions because these elements in gasoline are now vaporized and used
to power the engine, why hasn't the public learned of this new technology?
28
Would its use make a catalytic converter last the life of the engine? There are many other patents
issued to energy and automotive companies.
29
A minor but very important point - the intake manifold must also be heated to prevent the
gasoline vapor from condensing. See General Motors Patent 3,892,214. Also see 'Manifold
Vaporization And Exhaust Gas Temperatures' in the SAE Journal.
30
Both the United States and British governments hold gasoline vapor patents. US Patent 3,640,256
'System For Preconditioning A Combustible Vapor' was invented by George M. Low in 1970 and is
held by the National Aeronautics And Space Administration.
Using a FOIA petition, we found that the project was shelved by a memorandum written by a John
Brogan of the EPA office in Ann Arbor, Michigan citing SAE paper 670485. It is interesting to note
in spite of results indicating a drop in pollutants consistent with all the literature cited previously,
paper 670485 comes to an ambivalent conclusion.
Could it be poor design of the apparatus - the vapor storage tank is the size of a home hot water
heater(9 cubic feet in size) when the one in Covey's successful system was only a fraction of its size?
Why did not the bureaucrat Brogan cite other SAE papers giving successful results that coincided
with the lab tests on the NASA device? The British Government holds United States Patent
4,167,165.
31
A look at the illustrations of the device-this patent bears an uncanny physical resemblance to the
Bursley-Trask Fuel Adjuster in the March 1926 (p.185) Scientific American Digest article
'Doubling The Automotive Mileage Per Gallon' If this older system can double the mileage of an
54
automotive engine, then what can Ian C. Findlay's British patent do? We have found another
vaporizer patent granted to Ian C. Findlay assigned to the Shell Oil Corporation!
32
Mr. Findlay is a British subject and so are the other two inventors Rodger Lindsay and John
Wilson of the patent assigned to the Shell Oil Corporation. Findlay holds the British Government
patent with a George Gallacher, who is also a British subject.
Why has the public never heard of these patents? These systems will not work with leaded gasoline,
or gasoline having "detergent" additives. For experimentation, be sure to use 'white gasoline', or
gasoline containing NO additives.
High efficiency may have been achieved by some vapor systems using thermo catalytic cracking, the
breakdown of large multiple chain molecules down into singular carbon molecules such as vaporous
natural gas and methanol.
These molecules have similar and lower vaporization temperatures than the 'heavy ends' in
gasoline. They will burn instantaneously and completely on ignition. The heat exchanger will have
to reach a high temperature (400-430F in manifold vacuum) for this reaction to occur.
33
Many exhaust systems on an internal combustion engine may not be able to provide the exhaust
heat to do this, since metals like steel have a low thermal conductivity. There is a solution.
Weld a catalytic converter in series between the exhaust manifold of the gasoline engine and the
exhaust input to the heat exchanger/vaporizer that is described in the patents cited. The catalytic
converter acts as a heat amplifier and its output is at a much higher temperature than its input.
The thermal conductivity of steel is lower than that of copper or brass, but this will compensate.
Ray Covey (USP #4611567) used this with his system, as building a heat exchanger of 1/8 or 1/4 inch
dia. brass plate is very expensive.
34
To control the exhaust heat temperature to the exhaust input of the vaporizer heat exchanger, put
two y-couplings and a pipe in parallel with the catalytic converter. A flapper valve in series with the
parallel exhaust gas diverter pipe can be used to precisely control the temperature at the output of
the catalytic converter/input to the heat exchanger/vaporizer.
Opening the flapper valve allows the exhaust gas to flow around the catalytic converter, closing the
flapper valve forces the exhaust gas to flow through the catalytic converter.
Partial adjustments can also be made. Covey recommended a catalytic converter from a Triumph
sports car or VW Rabbit. "Junk" catalytic converters can be used, provided they are not fouled.
Thermo catalytic cracking may be achieved by having nickel present in the steel walls of the heat
exchanger vaporizing chamber, either as plating or as an alloy of the steel in a substantial
percentage.[preferred]
The nickel is a catalyst - it promotes the breakdown reaction but does not change chemically itself.
Hastelloy C2-76 Stainless Steel (UNS #N01276) is approximately 60-65 per cent nickel.
55
Inconel 625 is half nickel (UNS#N06625) and could also be used to build a heat exchanger vaporizer
chamber that could exhibit the thermo catalytic effect on gasoline.
35
This concept is completely described in US Patent 5,156,114 issued October 20,1992 to Rudolph
W. Gunnerman.
36
Having the thermo catalytic cracking metal element/vaporizer separate and external from the
engine/cylinder head itself is to be preferred as a design consideration. An inventor, Paul Pantone
has developed a device that performs similarly to Gunnerman's, but achieves the thermo catalytic
cracking effect on an attachment mounted externally to the engine.
He has had his US patent application recently approved, but a patent number [and publication in
the Gazette] has not been granted yet. (as of 5/29/98) Several US newspapers have described his
device.
His invention, which he calls the GEET device has not been tested by any official or corporate labs,
as the Gunnerman device has, although it apparently runs on similar principles.
37
Other patents cited here may or may not run on the principle of thermo catalytic cracking of
gasoline, (pyrolysis) or the inventors might have hidden this information in the patent application
for legal reasons.
The late Ray Covey (US Patent 4611567) observed this process in his device but was unaware of
exactly what was happening - more than just vaporization of the fractions of gasoline was
occurring.
38
This vaporization using heat is as described in the drawings of most of the patents cited.
In conclusion we have found information that might also be of interest to farmers. In the USA, a
farmer can obtain a permit to convert waste vegetable material to alcohol for fuel.
The Mobil Oil Corp. published a paper describing work on the conversion of ethyl alcohol to
gasoline.
39
The Environmental Protection Agency at the China Lake Naval Weapons Research Center
developed a system that converts cellulosic (ie: green plant) type solid wastes or biomass (ie: plant
material) to gasoline.
40
Could the farmer use this to cooperatively make his/her own gasoline for farm equipment from
wastes normally discarded? Has further work been done on this?
The Ray Covey Patent 4611567* has been highlighted and underlined, and marked with an asterisk
to bring it to the reader's attention. So have US (3,640,256*) and British Government(4,157,165*)
held patents.
Footnotes
56
[1] Scientific American Volume XCII, Number 21 May 27,1905 pp.433
[2] Engineering (Great Britain), February 17, 1911. 'The Davis Paraffin Carburetor', page 216
[3] Scientific American August 2, 1913 Article: 'Distillate Gasifiers For Motor Vehicles' page 95.
[4] SAE Transactions, 1913 Part I, Volume VIII, pages 118-119. Article: "Low Grade Motor Fuel
For Trucks"
[5] SAE Transactions, 1911 'Carburetor Division Report', 1911 page 648. [Here the SAE sets
construction standards for vaporizer carburetors!] Article: 'Kerosene Carburetors', AC Bennett.
[discussion and extensive bibliography. An early system, the 'Wilcox Bennet Vaporizer' illustrated.
Source: University of Rochester Libraries. Dewey Decimal Classification: TL2 S678t v.6 Also, see
Scientific American June 3, 1916 page 584 Article: 'Plain Facts About Kerosene Carburetors',
Victor W Page M.S.A.E.
[6] Karl E. Bell, Deputy Director Of Administration, F.O.I.A. Officer, FOIA request, 9/15/83
[7] Automotive Industries.,April 16, 1925. page 698-699. Article: 'New Holly Vaporizer Permits Use
of Any Grade Of Fuel'
[8] Automotive Industries Ibid., page 698
[9] Proc.Instn. Mech. Engrs. (A.D.) (Great Britain) No.4,1961-62 pages 146-157. [cite: pp 147] 'The
Influence Of Tractor Service Conditions On The Quality Of Fuels, Lubricants, and Protective
Materials', E.S. Bates; R.P. Strettell
[10] Automotive Industries. January 17, 1924, pp.141. "Vaporizing System For Heavy Fuels
Designed By Fiat"
[11] Motor., January 1936, page 62 Article: 'High -Pressure carburetor Uses Fuel Oil'
[12] Automotive Industries, June 30, 1923 pp. 1004-1006 'Atomization Takes Place In Tank In New
Fuel System', A.F. Denham.
[13] Automotive Industries., June 30, 1923 pp.1006
[14] Automotive Industries, December 18, 1924. pp. 1049-1050 'New Device Enriches Charge For
High Speed and Heavy Pull And Leans It Otherwise'. By W.L. Carver.
[15] Automotive Industries., September 24, 1925 pp.516 'Designs New Fuel Vaporizer'
[16] R.Covey, personal communication
[17] Winnipeg Free Press., August 18, 1973 page 6 Article: 'Auto Firm Head Recalls That F
"Legendary" Carburetor By Greg Shilliday.
[18] Winnipeg Free Press.,April 30, 1942 page 8. 'Hints Pogue Carburetor Sabotaged'
57
[19] personal communication-war veteran
[20] US Patent 4.047,512 Electric Fuel Vaporizer Douglas R. Hamburg and Jerome F. Hough
Assignee: Ford Motor Company International Claims: F02M 031/00 US Classification: 123/122
[21] SAE Paper #760288 A Vaporized Gasoline Metering System For Internal Combustion Engines
D.R. Hamburg and J.E. Hyland Engineering and Research Staff, Ford Motor Company.
[22] Journal Of The Society Of Automotive Engineers., August,1923. Vol.XIII., Number 2. Page
131.
[23] SAE Paper #760288., pp.3
[24] The Journal Of The Society Of Automotive Engineers August, 1923. pages 130-132. Article:
'Exhaust Heated Vaporizer'
[25] SAE Paper #760288 page 7.
[26] US Patent 4,161,931 Douglas R. Hamburg, Dante S. Giardini, 'Vapor Temperature Controlled
Gas Heat Exchanger' Assignee: Ford Motor Corporation
[27] US Patent 4,161,931, column 2,line 20
[28] SAE Paper 720462 'Ethics Of The Professional Automotive Engineer'.
[29] Examples given are US Patents, assignee in parenthesis: 4,085,721 (Exxon), 3,996,906 (GM),
3,763,839 (Phillips Petroleum), 3,957,024 (Shell Oil), 3,927,651 (Shell Oil), 4,087,512 (Ford),
4,022,172 (American Motors), 3,851,633 (General Motors)
[30] SAE Journal., March, 1922, Volume X, Number 3., pages 171-176 "Manifold Vaporization
And Exhaust Gas Temperatures", O.C. Berry and C.S. Kegerreis (Purdue University)
[31] US Patent 4,167,165 Fuel Vaporizer For Internal Combustion Engines. Ian C. Findlay and
George C. Gallagher, both of Glasgow, Scotland., assignors to The Secretary Of State For Industry
In Her Britannic Majesty's Government Of The United Kingdom Of Great Britain And Northern
Ireland.
[32] US Patent 3,763,838. Ian C. Findlay, Rodger Lindsay, John Wilson 'Carburetor Having A Heat
Pipe For Vaporizing Fuel' Assignee: Shell Oil Company, New York, New York. Oct 9,1973
[33] McGraw-Hill Encyclopaedia Of Science And Technology, 8th Edition, 1997 McGraw-Hill Pub.
Corp. N.Y., N.Y.. Volume 13, page 327
Aviation Gasoline=33 degrees to 170 degrees Centigrade,

100 degrees to 392 degrees Fahrenheit.
Automobile Gasoline=-1 degree to 200 degrees Centigrade, or 30 degrees to 390 degrees Fahrenheit.
[page 325]
58
Kirk-Othmer Encyclopaedia Of Chemical Technology
J.Wiley & Sons. Corp, N.Y., N.Y.. Vol. 11, pp.661
Light Gas Oil=200-300 degrees Centigrade=[324-572 degrees Fahrenheit]

Heavy Gas Oil=300-400 degrees Centigrade=(572-752 degrees Fahrenheit.)
[34] 7030 Brass. CDA260 Cartridge Brass

Used in rifle ammo = Copper 68%, .07% Lead, .05% Iron, rest is zinc
Cost: Metal plate, 1 square foot, 1/8 inch - $89.95(US)
Takes nickel plating well, will not decompose at 400F
[35] Inconel 625 = 61% Nickel, 21% Chrome, 9.5% Molybdenum, 3.6% Niobium, plus tantalum.
Cost, one square foot 3/16 inch is: $11.00/100 pound lot. One square foot is 8 1/2 lbs.
Hastelloy G30 = 65% Nickel, 35% chromium, molybdenum, silicon, carbon (trace), copper (trace)
310 Stainless Steel = 20% Nickel, 25% Chrome, 1% Manganese, 1/2% Silicon, Iron One square foot
3/16 inch plate is @ $9.00
[36]Business Week, August 8, 1994 "Engines That Run On Water?"

Author: Otis Port of New York. Science and Technology Section.
Business Week says that Gunnerman's company "A-55LP" has formed a joint venture with
Caterpillar, Incorporated-the tractor company. In tests, Reno, Nevada powered a city bus with
Gunnermans' system for five months.
The United States Air Force tested it at the Elmdorf Base in Alaska. The Minnesota Transportation
Department sponsered a five vehicle journey from Reno to Minnesota using vehicles equipped with
his system. We quote Business Week:
"Gunnerman claims to have a technology that enables engines to burn a mixture of half fuel, half
water. Yes, water. What's more, he says, the mixture gets 40% better mileage from the gasoline it
contains and emits significantly less pollution because engines run cooler.
In particular, tailpipes emit virtually no nitrogen oxides -- the principal source of smog. Why does
the fuel result in better mileage? Gunnerman believes the water gets broken down into hydrogen
and oxygen, and the hydrogen contributes energy to the combustion process.
That's because there is one additional trick in his patented process: A small piece of nickel must be
attached to the crown of each piston or the top of the cylinder heads. The nickel seems to act as a
catalyst in `dissociating' the water, says Gunnerman."
Read Gunnerman's patent 5,156,114 carefully before examining the following material, and use the
column and line locators as a reference.
In [column 7, line 10] Gunnerman describes his experiments with a Tecumseh stationary engine: "a
platinum bar was installed in the bottom surface of the engine head forming the top of the
combustion chamber. The platinum bar weighed one ounce and measured 2 5/16 inch in length, 3/4
inch in width, and 1/16 inch in thickness. The platinum bar was secured to the inside of the head
with three stainless steel screws."
59
This quoted instruction is omitting information necessary to get the device to work - the platinum
bar must be completely electrically insulated from the top of the combustion chamber, as it forms a
seperate high voltage negative electrode the crankcase being the positive.
There must be asbestos or other electrical insulating material between the bar and the cylinder
head for this purpose. If stainless steel screws are used to mount the electrode, they must be
electronically completely insulated from the cylinder head using asbestos spacers and gaskets.
One of these 3 screws can serve as a lead in for the high voltage insulated electrode that the
platinum bar functions as within the cylinder of the engine.
A nickle bolt may also be used: "Such an engine is equipped with a cylinder (head) but (this) is
changed to accept two one half inch diameter nickle bolts or screws as the hydrogen producing
catalyst, with the screw part being of 1/4 inch diameter to practice the invention." [col 12,line 5]
The 1/2 inch diameter nickle bolt and nut are insulated from the cylinder head by asbestos gaskets.
Nickle washers are placed between the asbestos gaskets and the nickle bolt and nut to avoid
deforming them when the nut is tightened. There is an asbestos collar surrounding the 1/4 inch
diameter screw as it passes through the hole in the cylinder head from the bolt to the nut.
These are all insulated high voltage electrodes, as is the experiment with the Tecumseh engine in
[column 7,line 10] ALL negatively polarized high voltage electrodes mounted to the cylinder head of
the engine follow this rule - they must be electrically insulated from the positive block of the engine
for the Gunnerman process to work.
The spark plug and the electrode(s) share the same 90KV high voltage source. The inventor has
omitted this critical information from the text of the patent. Use an engine with as short a piston
stroke as possible when experimenting with anything over a 50% fuel/water mixture.[column 8, line
40]
Considering possible optimum design in relation to the surface area of the electrode; the nickel is
NOT a small piece attached to the top of the cylinder. [Column 7,line 10] It could be seen as 1/4 inch
wide strips 62/1000 of an inch thick bent to form a louver inside the cylinder head making sure
these strips do not hit the top of the cylinder or the top of the head.
This louver is part of a nickel metal plate that acts as an insulated electrode. This is inserted
between two pieces of a head gasket made of asbestos or other insulating material, and is thermally
and electrically insulated from the engine block.
The nickel louver CANNOT physically touch any of the head bolts on the engine, and a tab leads
out from between the two gasket halves. This tab is attached to a negative 90KV direct current
voltage potential, the positive pole being attached to the block of the engine and serving as electrical
ground.
These "electrodes" are completely electrically insulated from each other! A grid or screen made of
interleaved number 12 AWG or SWG gauge nickle wire can also be used for this electrode, with an
external tab for the 90KV high voltage supply.
60
The louver inside the cylinder is important because the strips give a relatively large surface area for
this to occur within the cylinder of the engine.
The maximum surface area of strips possible is what the designer looks for when the louver in the
cylinder of the engine is to be designed. The catalytic reaction described in his patent - the
breakdown of the water molecule into hydrogen and oxygen is caused by an electrical potential in
the nickel catalyst and the heat liberated by the gasoline exploding in the cylinder of the engine.
Use the high spark plug voltages (i.e. 90KV) Gunnerman recommends in his patent and apply them
to this "electrode", and the block of the engine.
[37] See: Emery County Progress(UT.) Tuesday, Friday 20, 1996 (Utah)
"Inventor Proposes Revolutionary Engine" By Scott Niendorf - Progress Editor. Page 2A
Also see: Marin Independent Journal(Ca.)

November 7, 1992 Nurturing, Inventions, Ideas.
Section/A-11. "In Quest Of Perfect Engine" By Tom Nelson, IJ Business Editor.
Also See: El Dorado Gazette (Ca.) Vol. IV, Nr.5.

November 7,1984. "Garden Valley Inventor Fights Uphill Battle" By Dorothy Ingram.
The inventor can be contacted:
Geet Management, LLC.
213 West 4800 South,
Salt Lake City Utah 94107
Tel# (801) 281-4577
FAX (801) 281-4578
A fully working model, the 'University Special' is available for US$ 1850 for research purposes by
faculty in an accredited University.
[38] Personal communication to author.
[39]'Engineering Index Annual, 1982 Citation 04372, page 3210 Thermochemical Conversion Of
Wastes/Biomass To Gasoline'.
Abstract: 'The process involves three operations: a selective pyrolysis step to convert the feedstock
to gases rich in olefins such as thylene, propylene, and butylene, a compression and purification
step to concentrate this gasolene, and a thermal polymerization step to convert the olefins primarily
to high octane gasoline, this work discusses the information necessary to determine product yield as
well as work done by Dow Chemical" reference
[40]Liberick Walter W, Jr. (US EPA, Cincinnati Ohio, USA) Symposium Paper: Energy From
Biomass and Waste #4,Buena Vista Fla USA January 21-25. 1980.
Published by the Institute of Gas Technology Chicago, Illinois, USA pages 747-763.
61
Anecdotes
"In an experiment from the mid-80's I conducted on a beat-up old Ford Tempo, I converted the
system to run on fumes. It went from 18.6 to 108.3 mpg. The jump was substantial to begin with...I
immediately went to over 40mpg...but the BIGGEST jump didn't occur until I reset the ignition
timing to 1 degree AFTER TDC (firing of the sparkplug at 'top dead center')."
Bonus Project - the Recirculating Atomizing Carburetor
Parts
A - Spherical or dome shaped device. Head of a 5/8" carriage bolt or equivalent, such as a
teaspoon)
B - Gas Tank
C - 3/8 "T" Fitting, Brass compression type
D - Nozzle
E - 3/8 copper tubing (See text)
F - Carburetor (See text for fuel injected vehicles)
G - Gasoline supply line (3/8 or 5/16" tubing)
H - Drain line (1/4" tubing)
J - Fuel Pump
Note 1: Sealed container approximately 3" Diameter, 5" long (About the size of a pint jar)
This project requires mechanical ability and knowledge of automobile fuel delivery systems. Since
raw gasoline is involved with this project, safe practices are absolutely required....No Smoking....No
flames....Use your head !!!
This design is based on Patent No. 3,227,427 issued 1/4/1966 to Francis Wells and Albert Phillips,
now expired.
"This invention relates to a carburetor system for increasing mileage of an automobile, truck or
other gas engine driven conveyance. Various attempts have been made in the past to increase the
62
efficiency of gasoline engines for vehicles, but these have not been altogether successful or widely
adopted since they require complicating the carburetor construction and greatly increasing the
expense thereof as well as providing only a very small increase in efficiency that does not warrant
the increased cost of the equipment.
Another disadvantage of prior systems involving atomizing gasoline in the carburetor is that
droplets of gasoline pass through without complete atomization, therefore not providing optimum
efficiency. An object of our invention is to provide a system for increasing gas mileage for an
automobile and which is devoid of the above named disadvantages.
A more specific object of our invention is to provide, between the fuel pump and existing carburetor
of an automobile, a loop circuit including an atomizing chamber for atomizing gasoline before
entering the carburetor and which recirculates droplets which are not sufficiently atomized
through the loop circuit so as to very greatly increase the gasoline mileage or efficiency of the
vehicle.
Another object of the invention is to considerably reduce harmful exhaust fumes from the engine by
reducing the amount of raw gasoline injected therein, thereby minimizing or substantially avoiding
air pollution which has plagued many areas of the country. Other objects and advantages will
become more apparent from a study of the following description taken with the accompanying
drawing."
"Efficiencies ranging from a 50 percent increase to a 100 percent increase over existing efficiencies
have been obtained by the present invention, not only because of the effective atomizing of the
gasoline in chamber 6 even before entering the carburetor, but particularly by virtue of
recirculation of the heavier particles of the gasoline, over and over again, until completely atomized
before conducting them through the carburetor.
Thus it will be seen that we have provided an amazing and almost unbelievable increase in mileage
of automobiles by virtue of our novel atomizing system involving atomization and recirculation;
furthermore, we have provided an atomizing system that can be added to existing, standard
automobile carburetors without the necessity of replacing the carburetor, which system involves
relatively simple and inexpensive standard parts; furthermore, we have provided a system for
considerably reducing the amount of raw gas injected into the engine to an extent as to sharply
reduce and practically eliminate harmful exhaust fumes that would otherwise contaminate the
atmosphere, therefore, solving the air pollution problem existing in many areas."
The drawing illustrates a device, according to the inventor, achieves a 50 to 100% improvement in
gasoline mileage. The inventor claimed that he achieved 50 miles per gallon with a full size
Chevrolet sedan equipped with a 327 cu in V8 motor. He sold the patent to Gulf Oil for $54,000 in
1968.
Before going any further, keep in mind while reading this, that only gasoline VAPORS burn in an
engine. Anything that has not turned into vapor, gets blown out the exhaust pipe and into the
catalytic converter, where it is burned. That's why the catalytic converter get so very hot.
63
There are three ways gasoline is vaporized:
Evaporation, heat and vacuum.
This device uses engine vacuum to vaporize liquid gasoline that is sprayed, blasted or jetted, against
the head of a carriage bolt.
The head of the carriage bolt or other such domed or spherical shape, provides a large, extremely
thin layer of gasoline for to make it easier for the vacuum to "rip" into vapor. Liquid gasoline that
does not turn into vapor, collects in the bottom of the chamber, drains down to a pipe T, connected
to the suction side of the fuel pump, and re-circulates over and over, until it is turned into vapor.
Make up gasoline, as needed, flows from the fuel tank, normally. A vapor lock will not occur.
Vapors are sucked out of the chamber, via the 3/8 vapor line (E), into a vacuum portion of the
carburetor (see construction details).
Construction Details
The device has been built, using a pint salad dressing jar as the container. The inventor indicated
that he originally used a large Pipe T for his prototype. Until experience is obtained, the glass jar is
recommended so that the flow rates of the liquid, levels and vapor can be observed during
experimentation. Using a 1/2 inch, glass drill bit, drill a hole in the bottom and sides of the jar.
Position the holes directly opposite each other and midway on the jar.
Use kerosene as a lubricant for the drill bit, and take your time while drilling. Use a light pressure
on the drill, and let the drill bit do the work. Being extremely careful, install 3/8 inch brass
compression fittings in the holes drilled in the glass jar.
Use large diameter fender washers on both sides of the glass for reinforcement. The washers are
glued on the jar, using a silicone glue (Elmer's). The washers will better fit the jar, if the washers
are bent slightly to conform to the curvature of the glass jar.
The compression fittings are then installed into the washers and jar. Tighten the fittings on the
outside of the jar before you install them in the jar. The fitting nut on the inside of the jar must be
tighten very carefully or the jar will crack.
Use a silicone sealer not affected by gasoline, as a sealer. The jar MUST be air tight. It may be
necessary to enlarge the holes in the washers to provide clearance for the compression fitting. To
use 1/4" copper tubing in a 3/8" compression fitting, solder a 2 inch piece of 3/8 tubing on the end of
the 1/4 copper tubing, that fits into the 3/8" fitting.
Install a 3/8" compression fitting in the lid of the jar. If the jar lid is made of thin material, it may
be necessary to use fender washers on both sides of the lid as reinforcement.
The spherical or domed shaped object (A), is mounted so that the jet of gasoline sprayed out of the
nozzle (D), hits the exact center of the dome. A 5/8 " carriage bolt or a stainless steel teaspoon, are
ideally shaped. The idea here is, to create as large and thin sheet of gasoline as possible, so the
vacuum will rip it apart.
64
However, be careful not to make it so large that raw gas is sucked into the vapor supply line to the
carburetor. (A teaspoon is suggested after seeing the large thin sheet of water that was created by
holding the spoon beneath a kitchen faucet.)
The teaspoon can be mounted by bending the handle, so that the wide part of the handle can be
supported by the nozzle compression fitting. Some experimenting may have to be done, to
determine the optimum position of the spoon. Drill a hole in the handle of the teaspoon, to mount
the spoon on the supply nozzle, compression fitting.
The vapor supply line to the engine (E), is a 3/8 or 5/16 line, connected to the carburetor or to a
plate beneath the carburetor or in the case of a fuel injected engine, in the main engine air intake.
Before a connection is made to any of these points, the following information must be considered:
Ideally, a device such as this, should be usable while idling, slow speed while in traffic and
high speed cruising. It should also provide enough vapors during acceleration. However, this
will be the most difficult to achieve without supplementary help, when using vapor.
When accelerating, engine vacuum is low, and will not be enough to change the liquid
gasoline into vapor. Vacuum will be high when idling and decelerating.
A vacuum will always be produced, except while idling, when the vapor supply tube is placed
in the fast moving, engine intake air. Vapor will be sucked out of the container exactly the
way paint is sucked up, in a siphon spray gun.
The outlet of the 3/8" pipe that brings in the vapors, must be positioned in a fast moving air
stream to draw out the vapors. The best spot on a carburetor, is directly in the middle of the
ventura. However this is now occupied by the jets. On a fuel injected engine, the vapor line
should be placed in the main engine air intake.
On both the carbureted and fuel injected engine, the vapor intake tube should be no less than 3/8
inch diameter and the end cut to a 45 degree angle. The best of all areas of performance: start up,
idling and cruising, can be obtained by removing the entire jet assembly out of the ventura of the
carburetor, and leaving the accelerator pump and jet, and the idling jets. Connect fuel lines to both
the container and the existing carburetor, using a compression T fitting.
Gasoline will be required by the carburetor only, when idling and accelerating. Seal the holes left
by the removal of the jets, with an epoxy sealer, such as JB Weld. Locate and drill a new hole for
insertion of the vapor supply tube in the exact middle of the main ventura. Install a 3/8 inch brass
compression fitting in the hole drilled into the ventura. This will allow the vapor pipe to be moved
in and out, for the optimum position. Position the 45 degree cut tip, exactly in the middle of the
ventura.
If you decide not to modify the carburetor, and use a plate beneath the carburetor to bring the
vapors into the engine, keep in mind that maximum vacuum will occur when idling, and
decelerating, while the carburetor butterflys are closed. Vacuum will drop drastically when
accelerating, and performance will suffer.
On the fuel injected engine, locate a spot in the engine air intake where the air is moving the fastest.
The vapor supply tube is installed at that point. On computer controlled, fuel injected engines,
when engine vacuum is low, the fuel injector will provide the raw gasoline for acceleration. This is
accomplished automatically by the engine computer.
65
When vacuum is low, and insufficient vapor is fed into the engine, the engine Oxygen sensor will
sense the lean fuel mixture. The computer turns on the fuel flow to the injectors to overcome the
lean fuel mixture. When the engine vacuum is again high, vapors will be produced. When the
Oxygen sensor senses the rich mixture as a result of both vapors and the injectors providing fuel to
the cylinders, the engine computer will reduce the fuel flow to the injectors, until the raw gasoline is
turned completely off.
Install a small valve in the 1/4 inch drain line, to make adjustments.
Locate the container as close to the carburetor or vapor input to engine, as possible. Locate
the container slightly lower than the vapor entrance point on the carburetor or intake
manifold of fuel injected engines, to reduce the chance of liquid gasoline from getting into
the engine. Keep the vapor supply line as short as possible.
Tuning Up
Connect the fuel line from the fuel pump, to both the carburetor/fuel injectors and the vaporizer
container. Install a valve in the gasoline supply line to the carburetor. Now for the most difficult
part:
Start the engine. Adjust the vapor supply line in and out of the carburetor or intake manifold, for
maximum vapor production.
The very volatile gasoline vapors, will resemble light gray smoke. Adjust the drain line, so that
gasoline just covers the bottom of the container.
A small amount will be needed to make maximum vacuum in the chamber. The weight of the liquid
gasoline in the bottom of the vaporizer and the drain line, acts similar to a one way check valve. If
gasoline begins to build up in the container, open the valve accordingly.
On the carbureted engine, when the engine begins to stumble and produce black smoke indicating it
is too rich, slowly shut off the liquid gasoline flow to carburetor.
If everything is right, the vapor chamber will be producing enough vapors to keep the engine
running. Drive the car and insure that enough vapors are being generated while the engine is
running at higher speeds. Decelerate, and insure that raw gasoline is not building up in the
container faster, than the drain line can handle.
This will require making several adjustments to both the supply nozzle and the drain line, before a
balance is achieved.
Hopefully, you now understand the basic principle behind this device. Once you have understood
the theory and operation of the device, and know what adjustments are made, the glass jar can be
replaced by a metal container, which is considerably safer.
Additional Information that may be helpful:
1) Some brands of gasoline will vaporize easier than others.
66
2) Summer gasolines have additives included, to restrict evaporation. Winter gasolines have little if
any, additives.
3) Evaporation may be enhanced and the effective power of the gasoline increased, by installing a
charcoal filter on the output of the fuel pump. The charcoal removes most of the additives,
paraffins and varnishes, found in the gasoline.
4) Use a paper filter on the output of the charcoal filter to prevent minute particles of carbon from
getting into the injector or the carburetor. Only activated charcoal will do. Whole house charcoal
water filters, will do the job.
Eventually, the charcoal will become saturated with all of the garbage it has removed. Replace
when a reduction in performance is noticed or 5000 miles.
A great carburetor cleaner or fuel injector cleaner, can be made by adding 1 ounce of Naptha
(found at paint stores), to one gallon of gas.
Octane can be boosted by adding 1 ounce of Isopropyl Alcohol and 1 ounce of Methanol, to a gallon
of gasoline. Check drug stores and paint stores.
67
#8 - Cottell Ultrasonic Carburetor

Newsweek - June 17, 1974
A Solution to Air Pollution
"In the wake of the energy-crisis a 50-year-old British-born inventor named Eric Cottell has come
up with an ingeniously simple and economically practical solution -- one that is now exciting
industry and government officials alike."
"In the conventional combustion process, fuel is combined with air and turned. The result is carbon
dioxide, water vapor and heavy oxides of nitrogen, which are a prime cause of chemical smog."
Cottell reasoned that if water could largely replace air as a source of oxygen in combustion, this
would avoid the large amounts of nitrogen introduced by the air -- and thus eliminate much of the
noxious nitrogen oxides.
"To accomplish this, he turned to a device he had patented 22 years ago -- an ultrasonic reactor
that emulsifies heavy liquids and is widely used today to prepare such products as Worcestershire
sauce, ketchup, cosmetics and paint."
By refining the reactor, Cottell was able to break water into particles about one fifty-thousandth of
an inch in diameter and to disperse them evenly in oil (or gasoline) to create an emulsion that was
70 percent oil and 30 percent water. When this emulsion was burned, Cottell found :
* (1) that there were far fewer waste products and
* (2) that the small water droplets expand on heating, then explode into steam, in turn shattering
the oil into even finer particles, and thus increasing the surface area of the fuel exposed for burning.
"Last month Cottell divided his time between Washington, in talks with officials of the Federal
Energy Office, and Detroit, where he consulted with engineers working to meet the tight 1976
automobile-emission requirements."
So far, auto tests have shown that with an ultrasonic reactor attached to a carburetor, a car can get
almost DOUBLE the normal miles per gallon of gasoline -- with negligible exhausts.
Cottell's company, Tymponic Corp. of Long Island, N.Y., is also about to produce units for home oil
burners that will be no larger than a flashlight and cost $100 to $150.
"Last winter, two Long Island schools converted to Cottell's system, and both reduced their fuel
usage by about 25%. Adelphi University reports that it SAVED more than 3,500 gallons of oil per
week! -- and REDUCED soot output by 98 PERCENT."
68
Cottell - September 20, 1977
Combustion method comprising burning an intimate emulsion of fuel and water
Abstract
A combustion process in which a water-in-oil emulsion of liquid fuel, such as liquid hydrocarbons,
containing from 10 to 50% water and preferably 10 to 30% water is burned.
The emulsion is produced, with little or no added emulsifying agent, by sonic agitation, including a
sonic generator and an acoustic transformer having a larger cross-section coupled to or in contact
with the sonic generator than at its other end, at which emulsification takes place, whereby the
sonic energy density is increased.
With the increased sonic density an emulsion is produced which when burned produces a quality of
burn such that the combustion is faster, more complete, and cleaner, with an increase in efficiency
even up to 30% of water. The increase in efficiency often equals that obtained by the burning of the
same weight of pure fuel in the conventional manner.
The combustion of liquid fuel, such as liquid hydrocarbons, is a standard method of power and/or
heat generation. The combustion may be in a system where the heat is transferred to another
medium, such as water, with or without boiling the water, or the fuel may be burned in various
types of internal combustion engines, such as those operating on Otto, diesel, or other cycle. The
amount of oxygen, usually air, is at least about theoretically sufficient for complete combustion of
the fuel elements.
Considerable problems have arisen. If there is a very large excess of oxygen, the efficiency of the
combustion process is lowered because a considerable amount of air, including inert nitrogen, has
to be heated up. In the case of an internal combustion engine also operating with excessive excesses
of oxygen can result in slow combustion, which can overheat and burn out exhaust valves.
If the combustion is with amounts of oxygen and fuel more nearly in balance, for example with only
a small excess of oxygen, problems arise with incomplete combustion. This can result in excessive
amounts of carbon monoxide and/or incompletely burned fuel, which may show up as unburned
hydrocarbons, soot, and the like. Incomplete combustion lowers the combustion efficiency and can
also contaminate the equipment. In the case of internal combustion engines, unburned
hydrocarbons, carbon monoxide, and oxides of nitrogen, generally symbolized by the formula
NO.sub.x, are serious atmospheric pollutants as they give rise to photochemical smog and the like.
Contamination of nitrogen oxides from an internal combustion engine usually results when
combustion temperature is high.
69
It has been proposed in the past to introduce streams of water into a burner or to inject water into
an internal combustion engine as it operates. This has proven to reduce somewhat incompletely
burned fuel deposited in the form of carbon, and in the case of internal combustion engines this can
lower nitrogen oxide production and also in certain cases, such as aircraft piston engines, permit
operating for short times at higher power outputs with very rich mixtures which would otherwise
burn up the engine. Water injection, however, has serious drawbacks.
Problems have arisen in the control of relative amounts of water and fuel precisely, and even if the
control is maintained to a satisfactory degree, efficiency drops because the water has to be
vaporized.
It has also been proposed to produce an emulsion of hydrocarbon fuel and water by sonic vibration
and then to burn this emulsion in a burner. This is described, for example, in the U.S. Pat. to
Duthion, No. 3,658,302, Apr. 25, 1972. The Duthion patent utilizes a form of sonic agitation
produced by impinging a jet of the liquids against the edge of a blade free to vibrate. This form of
sonic device is known in the art as a liquid whistle and was developed by the inventor of the present
application, whose earliest U.S. Pat. is No. 2,657,032, Oct. 1953.
While the emulsion produced is capable, in some cases, of being burned in a burner, particularly
when a considerable amount of surfactant is added, it does not burn completely and produces an
amount of heat which is usually less than that obtained by burning the fuel content because with the
poor quality of emulsion the heat required to vaporize the water reduces the efficiency.
The present invention deals with an improved water-in-oil emulsion with which much higher
efficiency is produced.
The present invention burns a sonically emulsified, extremely fine water-in-oil emulsion, normally
of hydrocarbonaceous fuel, in which the water droplets are of extremely fine particle size. The
emulsion is effected by sonic generator coupled to an acoustic transformer, with a larger cross-
section coupled to or in contact with the sonic generator than at its other end where the emulsion of
the present invention is produced.
Because the sonic energy is distributed over a much smaller area, the energy density is greatly
increased. Since the sonic generator is operated at a fixed, predetermined frequency, the
transformation in the transformer causes the velocity of movement and also its path length at the
small end to be increased in order to comply with the law of conservation of energy. For this reason
the acoustic transformers of the type described above are often referred to in the art as velocity
transformers and the two terms are synonymous.
The small end of the acoustic transformer emulsifies fuel and water in a restricted space through
which the two liquids flow. Energy densities of about an order of magnitude greater than those
obtainable in the liquid whistle type of sonic agitator are readily obtained and produce an emulsion
which is not only burnable but which when burned produces combustion efficiency such that the
yield of useful heat, from say a conventional boiler, is almost the same as if pure oil had been
burned.
70
Therefore, improvements in efficiency of 10% to 30% are not uncommon. When used in an internal
combustion engine, flame temperature is decreased but the total amount of power produced by the
engine is as great as by burning a comparable amount of unemulsified fuel.
The invention is not limited in its broadest aspect to a water content of from 10% to 30% water as
emulsions having up to 50% water are still burnable though they do not produce as much heat as
would be obtained by burning the same total quantity of unemulsified fuel.
As is well known, acoustically it makes no difference whether the acoustic or velocity transformer
has its large end in contact with the sonic generator or whether it is coupled to the sonic generator,
for example through a resonant metal bar. In the claims the term "coupling" or "coupled" is used
generically wherever the sonic energy is transmitted, substantially without loss, from the sonic
generator to the large end of the transformer and is not limited to actual physical contact of the
large end with the vibrating crystals or other elements of the sonic generator or through a coupling
element.
The water content is not critical within its range, optimum results being obtainable with about 30%
of water in an ordinary burner and less when the emulsion is used in an internal combustion
engine; for example, optimum results are obtainable with about 18% to 20% water. In every case
very clean combustion takes place, minimizing contamination and pollution, and in an internal
combustion engine emission controls are readily met.
The surprising result of obtaining as much heat from an emulsion as with unemulsified fuel has
been repeatedly tested. While I do not want to limit the present invention to any particular theory
of why this surprising result takes place, it seems probable that the combustion of the emulsion in
which the microscopic water globules explode into steam is more complete. The surfaces of a
furnace or boiler encountering the flame may be below the condensation point of water or above,
the latter being more common unless hot water at fairly low temperature is to be produced.
In the case of an internal combustion engine temperature, the inner surfaces of the cylinder and the
top of the piston are always above the condensation point of water when the engine is operating.
The tests made and described in a later portion of the specification were with furnaces and engines
where the surfaces were at a temperature higher than the condensation temperature of water, and
therefore the improved results do not depend on the condensation of water vapor on cooler
surfaces.
I also do not want to limit the invention to any particular theory of why the optimum water
contents are somewhat lower for an internal combustion engine than for a burner in an ordinary
heating furnace. A possible explanation might be that the heating oils have an average boiling point
above that of water and, therefore, in the flame are completely exploded into steam without
significant vaporization of the hydrocarbon fuel.
In the case of gasoline used in the internal combustion engine tests, which will be described below,
the average boiling point of gasoline is lower than that of water, and therefore it is possible that
there may be some vaporization of gasoline during combustion before all of the water has been
flashed into steam. There has been no rigorous proof of the above explanations but they are
plausible possibilities and may well be part or all of the explanations of the surprising results
obtained by the present invention.
71
In the internal combustion engine modification of the present invention, while the total amount of
power may be as great or, under certain circumstances, even greater, the peak flame temperature is
usually lower, and it seems probable that the reduced emission of nitrogen oxide results primarily
from this factor. However, this is not known, and the water vapor present in larger amounts as
compared to carbon dioxide may also play a part.
Therefore, it is not intended to limit the invention to any particular theory, and the above
statements are made because I think the factors mentioned are at least some, and conceivably the
only, factors involved.
The invention is not limited to the time in the whole operation when the very fine water-in-oil
emulsion is actually produced. This may be at the point where atomization takes place just prior or
at the point of ignition. This, however, is not necessary, and the emulsion may be preformed and
conveyed to the burner nozzle in a preformed state.
The emulsions obtained by sonic agitation including the acoustic transformer are quite stable and
so they can be produced at a point remote from the actual burner itself, and such a modification is,
of course, included. It is also possible to have the emulsion formed by flowing water and oil over the
emulsifying point, preferably the end of a sonic probe, so that the emulsion is formed at the same
place, or practically at the same place, as atomization into the flame takes place.
In the case of the use of sonic atomization, particularly for internal combustion engine use, which is
described and claimed in my co-pending application, U.S. Pat. No. 3,756,575, issued Sept. 4, 1973,
referred to above, it is usually preferable to have the streams of water and fuel unite just prior to
the point of atomization.
It is an important advantage of the present invention that it is not necessary to use any emulsifying
agent, particularly when sonic emulsification is used. This eliminates the added step and, therefore,
cost of the emulsion is reduced, although in a broader aspect the present invention does not exclude
an emulsion which has been made in the presence of a small amount of an emulsifying agent, such
as a small amount, usually a fraction of a percent, of a dialkyl sulfosuccinate or other well known
emulsifying agent capable of facilitating the formation of water-in-oil emulsions. The invention in
this aspect, which is normally not preferred, may use any known emulsifying agent.
Ordinarily more problems are presented with the burning of heavy residual fuel oil, and this
frequently requires steam heating. In the case of the present invention, however, the heavy oil
emulsifies more readily than light oil, and when emulsified with a considerable amount of water, the
viscosity is low enough so that it may be burned without preheating, or with less preheating, or at a
lower temperature where cold water is added. This is an additional advantage for use with heavier
oils.
Why the heavy oil emulsifies more readily and to a lower viscosity has not been fully determined. It
is possible that the heavy fuel oil contains contaminants which aid in the emulsification which are
not present in the purer lighter fuel oils. It is not intended, however, to limit the present invention to
any theory of action.
72
BRIEF DESCRIPTION OF THE DRAWINGS
FIG. 1 shows, in diagrammatic form, a sonic emulsifier and a burner;
FIG. 2 is a detail on a somewhat enlarged scale, partly in section, of the emulsifier;
FIG. 3 is a semi-diagrammatic illustration of a combined sonic atomizer and emulsifier, especially

useful with internal combustion engines, and
FIG. 4 is a cross-section through a modified form of sonic probe.
DESCRIPTION OF THE PREFERRED EMBODIMENTS
In FIG. 1 a sonic generator 1 is shown powering a sonic probe in the form of an acoustic
transformer 2, the end 9 of which extends into a chamber 3 through a flexible seal 4 located
substantially at a nodal point of the sonic probe. A stream of fuel, such as house heating fuel oil, is
introduced through a conduit 5 and a stream of water joins it through a conduit 7 with a fail safe
valve opened by fuel pressure. These two streams strike the vibrating end 9 of the sonic probe, as
can best be seen in FIG. 2 where a portion of the chamber 3 is shown in section.
The violent sonic agitation emulsifies the two streams, which then leave axially through an outlet
conduit 6 in a plate 10 which is located closely adjacent to the vibrating end 9 of the sonic probe.
From the outlet conduit 6 the emulsion passes into a conventional burner 8 in a combustion
chamber, (not shown). Air is introduced at 26 and a flame results.
While the proportions of fuel and water can vary over a wide range, for example from about 10%
to about 50% water, a very suitable mixture is about 70% fuel and 30% water.
The sonic probe is of conventional design with a stack of piezoelectric plates, (not separately
shown), which are energized through the cable 12 by a suitable high frequency oscillator, (not
shown), which may operate, for example, at a frequency of approximately 20,000 HZ.
The plate 9 at the end of the sonic probe 2 may be a flat plate or it may also be provided with a
suitable baffle, for example a spiral baffle, to extend the period of residence in the violent sonic
73
agitation field. The sonic generator illustrated diagrammatically is of a common commercial type
sold by the Branson Instruments under their trade name "Sonifier."
The particular design of the sonic emulsifier has nothing to do with the present invention and the
illustration shows merely a typical one. The combination of the sonic generator and acoustic
transformer is essential to produce the increased energy density on which the results of the present
invention depend. However, the invention may use any other design having a sonic generator and
an acoustic transformer producing comparable energy densities.
FIG. 4 illustrates a more recently developed Sonifier by Branson Instruments which has certain
practical advantages, at least for larger burners. It is shown in cross-section. 1 is the generator,
which is a stack of conventional piezoelectric crystals. These crystals are not of as large cross-
section as the corresponding generator in FIGS. 1 and 2 because they are coupled to an acoustic
transformer, which, as it performs the same function as the transformer in FIGS. 1 and 2, bears the
same reference numeral 2.
The coupling is through a half-wave resonant rod 17, which couples to the large end of the acoustic
or velocity transformer 2. The large end is shown at 18, and the transformer can be clamped by the
flange 25 where additional rigidity is desirable since the modified Sonifier is considerably longer in
length than that shown in FIGS. 1 and 2. The small end 32 of the transformer is bolted to and
therefore coupled to a rod 21 at the end of which there is the same kind of plate 19 as is shown in
FIGS. 1 and 2. The rod is provided with lands 24 and elastomeric rings 23. This is the portion which
is at an approximate quarter wavelength and which seals the container where the emulsion is
produced. This container and associated elements are the same as in FIGS. 1 and 2. Therefore, they
are not repeated in FIG. 4.
The modified Sonifier has the advantage that it is not limited to a single size of acoustic transformer
and can be used with transformers of various cross-sectional ratios. Also, it is provided with a
clamping flange 25, as has been described, which permits much more rigid construction and makes
it suitable for a longer probe. The operation is exactly the same. The vibrations produced by the
vibrating crystals are coupled to the acoustic transformer 2 and the energy density is increased in
the same way as by the transformer in FIGS. 1 and 2.
The equipment of FIGS. 1 to 4 produce the same increased energy density at the small end of the
probe. It should be noted that this is energy density, i.e. violence of agitation, which is effected by
longer paths, hence the alternative name of velocity transformer.
It is energy density which is required in the present invention and not total power input. As has
been stated earlier, the energy density is about an order of magnitude greater than can be produced
in a liquid whistle, and in the probes of FIGS. 1 to 4, for illustration, this energy density is
approximately 37 watts/cm.sup.2.
As illustrated and described above, stable fuel and water emulsions of the water-in-oil type are
produced, and when these emulsions are burned combustion results in a boiler were measured in
relative times to bring the water in the boiler jacket from a particular temperature to a
temperature just below its boiling point.
74
The test accurately measures the relative heating efficiencies and is shown in the following table,
which illustrates the results of eight tests, tests 1 to 5 being with straight No. 2 domestic heating oil
and tests 6, 7 and 8 with a mixture of oil and water.
# Temp 1 Temp 2 Time Material 1 Material 2

1. 150 degrees 192 degrees 4-13 Oil -
6. 146 degrees 194 degrees 3-30 600 Oil 325 Water
Boiler surfaces were carefully examined in the tests and were clean. A flame was produced which
was whiter; there was no visible smoke from the chimney, and stack gas analysis showed a more
complete and perfect combustion.
Tests were made comparing water-in-oil emulsions produced in a standard commercially available
liquid whistle which is similar to the design described in the first Cottell U.S. Pat. No. 2,657,021,
referred to above, with emulsions produced by emulsifiers used in the present invention and
described in FIGS. 1 to 3.
Liquid pressure in the liquid whistle was 200 psi and the energy density level in the sonic
emulsifiers was approximately 37 watts/cm.sup.2 or about an order of magnitude greater than in
the liquid whistle. The tests with various amounts of water and No. 2 heating oil were compared in
two respects, one, stability, i.e. time for onset of emulsion inversion, and, two, flame characteristics.
75
Ultrasonic
Water in Liquid Remarks on
Fuel Reactor Remarks on
Oil Whistle Time Combustion of
Time for Combustion of
Emulsion for Onset of Liquid Whistle
Onset of Ultrasonic Fuel
Water % Inversion Emulsion
Inversion
Intermittent flame,
flame out in app. 8
Bright, consistent
5% 5" 180" seconds, smoke,
flame, no smoke
possible due to
combustion failure
Intermittent flame,
flame out in app. 3
Bright, consistent
flame, no smoke
possible due to
combustion failure
Intermittent flame,
flame out in app. 2
Bright, consistent
flame, no smoke
possible due to
combustion failure
Intermittent flame,
flame out in app. 3
Bright, consistent
flame, no smoke
possible due to
combustion failure
It will be seen that at all water contents much more stable emulsions were produced in the
ultrasonic fuel reactor of the present invention and the flame was excellent whereas emulsions from
the liquid whistle produced intermittent flame accompanied by smoke, and in the operation flame
out actually occurred.
FIG. 3 illustrates a modification particularly useful for internal combustion engines. The ultrasonic
probe carries the same reference numerals as in FIGS. 1 and 2, but the shape of the end of the
probe is a little different, being expanded out into a plate 10. Gasoline was introduced through the
conduit 14 into an annular space between the probe and a housing 15, and water was introduced
through conduit 13. The two liquids flow down until they come to the edge of the expanded plate 10,
where they proceed to flow along the top of the plate and are atomized and emulsified at the same
time. Air is introduced adjacent the atomized emulsion through an air conduit 16 and the resulting
mixture is fed into the manifold of an internal combustion engine, (not shown).
The plate 10 projects beyond the housing, the clearance between housing and ultrasonic probe
being exaggerated and the violent sonic agitation of the plate throws a finely divided emulsion up
from the upper surfaces of its projection. As FIG. 3 is designed to connect with a manifold of an
internal combustion engine, there will usually be a certain amount of vacuum, and this causes the
emulsion to be pulled around the edge of the plate, as is shown by the arrows.
76
Thorough mixing of the air takes place, but it is not necessary that the emulsion be thrown by sonic
vibration into the manifold, whereas in FIG. 4 with the horizontal burner this is necessary so that
the fine emulsion atomized in the blast of air moves horizontally to form the burner flame.
It is for this reason that the actual contact of the plate with the film of fuel and water flowing over it
is on its forward face so that it will be thrown in the direction to form the burner flame, for of
course in an ordinary burner there is not the vacuum which exists in an internal combustion engine
manifold.
The internal combustion engine fed with a gasoline and water emulsion atomized into the air ran
with the same power as on straight gasoline, and pollutants were reduced, unburned hydrocarbons
practically zero, carbon monoxide greatly reduced, and nitrogen oxides still more reduced. The
figures illustrate the pollutant concentrations, the engine running at about 5,000 rpm under load.
It will be noted that the pollutant concentrations are far below present emission standards and even
meet more rigid standards proposed for later years. Carbon monoxide 0.94% unburned
hydrocarbons 0.0, nitrogenoxides 11.35 ppm.
77
#9 - Cornish Hydrogen Generator

US Patent 4,702,894 - Cornish - October 27, 1987
Your Car can run on water using this device without pollution!
Costs: 400 miles = 1 $. ( One US dollar in 1983 ).
Your house can be warmed up this way.
Hardly a subject can be more important to humanity than the present one, . . .
A forgotten patent !
You will find here the exact transcript of the 30 June 1982 European patent Publication
N 0055134A1. The hydrogen gas produced is claimed to be produced in prodigious
quantities and can be used to effectively run a car on water and a little aluminum.
Estimated cost: ( $1/kilogram for 400 miles in 1983 ) without any pollution whatsoever.
US Patent 4,702,894 with the inventor registered as Mr. Francois P. Cornish, UK and
dated October 27, 1987.
Last seen in Canada ( summer 1988 ). The photographs were taken in London in 1983
when visiting Mr. Cornish.
78
Specifications:
Water is split into Hydrogen and Oxygen.

Oxygen is cleverly combined with aluminum to produce hydrogen.
Hydrogen is collected and sprayed in a standard carburetor as is done with
methane-gas.
A 900 Kilo car runs 600 Kilometer on 20 liter water and 1 Kilo aluminum.
Clean non-polluting energy from Aluminum costing 1$/Kg, (refining Bauxite in
the process), is produced using this method.
Why we don't see these cars yet?
79
At the time (1981) only some minor difficulties existed (see the BMW letter).
80
Electronic control developments might make this easier to implement today. Please
think about the following:
To develop a smooth way to get rid of the aluminum oxide powder from the
bottom of the water reservoir.
Find an absolutely sure detection method to warn if hydrogen remains although
the BMW-letter is not speaking about that point.
Don't experiment if you are unqualified, . . .

remember combining O and H is highly dangerous - - -
Engineers must attack this subject before this planet runs out of time!
A Letter from BMW on the subject
BMW AG
Muenchen 40 Postfach 40040
References: 3895-5538
Nov 5, 1981
81
Proposal for improvement
Dear Mr. Cornish,
In reply to your telex of 17th October, our findings to date are as follows:
The unit as present assembled in a 2000cc car produced sufficient gas to power the
engine continuously.
The aluminum consumption averaged out at 180 cm per minute over a 70 minute test
run.
With the capacitor (as per your specification) connected up, we were able to work in
our 14v environment.
The water temperature remained low, and even without the radiation system was found
to be well between your limits.
No acid was found on analysis after the test run.
We however feel that one possible problem area may be the disposal of the oxide
deposit. Could you please let us know what your findings have been on this side.
Yours faithfully,
Bayerische Motoren Werke Aktiengesellschaft

Service Division
I.V. Henseler
V. Krause
Here follows a complete text of this neglected

June, 30, 1982 European patent Publication N 0055134A1
This invention relates to hydrogen generation.
It has already been proposed to replace conventional fuels with hydrogen in the
running of internal combustion engines. Conventional proposals are to produce
hydrogen by the electrolysis of water and then to store the hydrogen in some form or
another. No economically viable storage system for the highly explosive hydrogen gas
has yet been evolved. Whatever system is evolved would involve fairly massive tanks of
some kind or another and precautions to prevent explosions. The present invention is
based on the desire of the inventor to be able to provide hydrogen on demand from
82
materials which are in themselves safe to handle.
According to the invention a method of generating hydrogen comprises the steps of

exposing a fresh metal surface to water and heating the interface between the metal
surface and the water at least to the lowest temperature at which the metal reacts with
water to form a metal oxide and hydrogen, the metal being chosen from metals which
are higher in the electromotive series than hydrogen and having stable and safe
handling characteristics. Preferably the metal surface is exposed and the interface
heated by pressing an electrode of the relevant metal against a second electrode under
water and applying a high voltage between the electrodes while preferably moving the
electrode surfaces relatively to one another.
In other words in the preferred form of the invention hydrogen is formed by creating
an underwater electrical discharge between two electrodes at least one of which is made
of a metal as defined above.
The electrical discharge and the relative movement between the electrode surfaces
ensure that fresh metal surfaces are exposed to the water while at the same time the
discharge heats the interface between the electrodes and the water to the required
temperature at which the metal reacts with water to form its oxide and to liberate
hydrogen.
Also in the preferred form of the invention rile metal is aluminium which has the
advantage that it is in relatively abundant supply relatively cheap is formed with a
protective oxide layer on its exposed surfaces and reacts with water at a relatively low
temperature. Aluminium wire fed against a rotating aluminium drum has been found
to give excellent results to provide hydrogen for powering small internal combustion
engines.
A convenient way of securing the high voltage required is to employ the conventional
distributor and coil arrangement which provides the sparking for an internal
combustion engine. Two coils in parallel fed from a common distributor has been found
to give excellent results. Other methods of generating high voltages from the
commutator or the drive shaft of an internal combustion engine may also be used. The
method of the invention lends itself in an excellent manner to supply hydrogen on
demand. In this case hydrogen is fed to a small buffer store and as the pressure in the
store exceeds a predetermined level, the electrodes are separated so that hydrogen
generation is interrupted. As the pressure drops to a certain level the electrodes are
again fed towards one another.
BRIEF DESCRIPTION OF THE DRAWING
The invention will now be further described, by way of example, with reference to the
accompanying drawing, in which: Figure 1 is a schematic representation of apparatus
for generating hydrogen, and suitable for powering a motor vehicle; and Figure 2 shows
a portion of an appropriate electrical circuit.
83
DESCRIPTION OF A PREFERRED EMBODIMENT
In the illustrated embodiment there is a generating tank 10 fed with water from a
reservoir tank 11 through a float valve 12 to keep the water level 1o in the tank 10
substantially constant. When the apparatus is used in a motor vehicle, the tank 11 can
take the place of the conventional fuel tank of the vehicle with a pump 14 in the line 15
to pump more water into the tank 10 when the position of the float 12 indicates that this
is required. Water is consumed as hydrogen is generated, and so the tank 11 has to be
periodically refilled. The generating tank 10 is in communication with an air cooled
heat exchanger 16, which may take the same form as a conventional motor car radiator.
The generating tank 10 is surmounted by a collecting vessel 17 from which hydrogen is

drawn through a restricted orifice 18 of an internal combustion engine. Inside the tank
10 there is a drum 19 driven by any suitable means to rotate at a constant speed. The
drum 19 is made of aluminium. A depending flange 20 provides a water seal to the top
left hand corner of the tank 10, so that that corner is not in gas communication with the
vessel 17.
A coil 21 of aluminium wire 22 is fed through a push-pull unit 23 of the kind used to
feed welding wire to argon arc welding devices. The unit 23 is arranged to feed the wire
against the surface of the drum 19 and to traverse the wire along the length of the drum
on a bar 24. the wire passes along a insulating sleeve 25 which enters the tank 10
through, a suitable wiper seal.
In the vessel 17 there is a pressure sensor 26 connected to a control unit 27. When the
pressure sensor senses a pressure above a predetermined value, it signals the control
unit 27 which in turn stops the unit 23 so that wire is no longer fed towards the drum
19. When the pressure drops again, feeding is resumed.
In use, the coil 21 is connected to the high tension side of s two ignition coils or
transformers 30 and 33. These transformers have primary windings 31 and 34 and
secondary, nigh tension windings 32 and 35. A capacitor 36 is connected across the high
84
tension connections. The terminals 28 and 29 are connected to a conventional vehicle.
At the point of contact between the end of the wire 22 and the drum 19 an electrical
discharge takes place. As a result the adjacent metal surfaces are heated to high
temperature the protective oxide film which naturally forms on exposed aluminium
surfaces is disrupted, and the exposed aluminium surfaces react with the water. In fact
the electrochemical situation at the interface is such that the wire 22 is consumed with
the following reaction taking place.
2al+3h2o ---- A12 + 3H2
As a result, hydrogen bubbles from the contact point while the aluminium oxide collects
as a white powder in the base of the tank 10. A grid 37 in the bottom of the tank allows
the powder to pass through, and then keeps the powder substantially free from currents
in the tank 10. The hydrogen passes through the vessel 17 and the orifice 18 to the
carburetor of an internal combustion engine. There may be a tendency for bubbles of
hydrogen to adhere to the surface of the drum 19 which rotates in the direction
indicated by the arrow 38. to prevent this To prevent this happening a wipper blade 39
can be located in the position shown in Figure 1, so as to separate any adhering bubbles
from the drum surface.
Alternatively, a wiper blade 40 may be arranged on the opposite side of the drum. In
this case a small volume of hydrogen gas may collect 5 beneath this blade, and it may be
possible to pivot the blade 40, thus releasing this pocket of hydrogen in order to
facilitate startup of an engine fueled by the hydrogen.
It may be possible to use salt water in the tank 10, rather than fresh water. The drum
19 preferably rotates at a speed between 400 and 700 rpm, but the rotation may be as
slow as 50 rpm. During operations the temperature of the water in the tank 10 may rise
as high as 95C, although it is likely that a unit mounted in a moving vehicle, for
example, will be able to maintain the water at a lower temperature.
A unit substantially as shown in the drawings has been used to drive a 500cc motor
cycle engine. The wire 22 had a diameter of 1,6 mm and was of commercial purity
(98'~A1). The unit produced over 1000 cc of hydrogen a minute, with an aluminium
wire consumption rate of 140 to 180 cm per minute. The rate of deposition of
aluminium oxide was about 4 kilograms per 500 kilometers traveled.
Conventional modifications were made to the carburetor to enable the engine to run on
a mixture of hydrogen and air. The wire 22 carries a voltage of about 18000 volts with a
current of about 1 amp.
The invention may equally be used to power stationary industrial engines ,as well as
motor vehicle engines.
CLAIMS
1. Apparatus for generating hydrogen comprising a tank 10 for containing water, a

metal surface (22) arranged in the tank, means for heating the surface at least to the
85
lowest temperature at which the metal reacts with water to form a metal oxide and
hydrogen, and a chamber (17) for collecting the generated hydrogen.
2. Apparatus as claimed in Claim 1, wherein the metal surface (22) is aluminium.
3. Apparatus as claim 1 or Claim 2, wherein the means for heating the surface in an
electrical discharge between the surface (22) and another electrode (14)
4. Apparatus as claimed 4, wherein a second metal surface (19) i arranged in the tank,
and means are provided to move one surface (19) relative to the other, the two surfaces
being connected in an electric circuit (Figure 2) so that they form electrodes between
which an electrical discharge can take place.
5. Apparatus as claimed in Claim 4, wherein the second metal surface is aluminium

(19).
6. Apparatus as claimed in Claim 4 or Claim 5, wherein the first metal surface (22) is a
wire and the second metal surface (19) is a drum, the drum being mounted for rotation
and the wire being supported so that it approaches the cylindrical surface of the drum
at an angle to a tangent to the drum surface.
7. Apparatus as claimed in Claim 6, wherein the wire (22) is supported by a device (23)
which continuously feeds the wire, as it is consumed, towards the drum surface (19).
8. Apparatus as claimed in Claim 7, wherein means (26,27) are provided for sensing the
pressure of hydrogen gas in the chamber (17) and for regulating the feed rate of the
wire feeding device (23) in accordance with the sensed pressure, to control the hydrogen
output.
9. Apparatus as claimed in any preceding claim, wherein the tank (10) is connected to a
heat exchanger (16), so that water can circulate from the tank, through the heat
exchanger, and back to the tank.
10. A method of generating hydrogen comprising the steps of exposing a fresh metal
surface (22) to water and heating the interface between the metal surface and the water
at least to the lowest temperature at which the metal reacts with water to form a metal
oxide and hydrogen, the metal being chosen from metals which are higher in the
electromotive series than hydrogen and which have stable and safe handling
characteristics.
11. A method as claimed in claim 10, wherein the metal (22) is aluminium, and a fresh
metal surface is exposed and the interface heated by pressing an aluminium electrode
(22) against a second electrode (19) under water and applying a high voltage between
the electrodes.
US Patent 6,299,738 - Richardson - October 9, 2001

for use in fuel gases
86
#10 - Garrett Electro/Hydrolytic Carburetor

For years we have heard stories about a demonstration of a car that ran on water in the Dallas
area. Never was there any text substantiation or other documents relating details. Many of our
friends had also heard the story with hints of a green pill or powder that was added to the water
while in the gas tank that somehow made it combustible with no further actions taken beyond the
simple ignition via a high intensity spark.
About three years ago, our friends Howard and Joanne Bond sent us a short newspaper clipping
describing the demonstration. The article indicates a patent was secured for the 'something' that
allowed a car run on water. That has kept me inspired all this time and made me keep an eye and
ear out for additional information.
The basic story as I heard it was that the inventor of the traffic light, Dad Garrett, failed to get a
patent on the idea. Every city adopted his traffic light invention for which Dad Garrett received
little in return. He and his son Charles invented other devices, among them a means of making an
automobile engine run on water, but I never heard of a patent issued on this.
To promote the discovery, a public demonstration was held at White Rock Lake in Dallas
somewhere around 1934. The event was covered by news media of the day and we understand there
was a Pathe' or Movietone newsreel. An automobile was towed to the lake site. We do not know the
type of automobile or whether it was a 6 or 8 cylinder engine. A gallon of water was removed from
the lake and put into the gas tank. The car was then started and driven around the lake with no
problems.
Several months back, I decided to do whatever it would take to dig up this patent, if it existed. I
knew from the article that a Dad Garrett and his son Charles had invented this "something". I did
not know the year of this alledged patent and so had to go through several volumes looking for
anything relating to Garrett. Sometimes inventors assign their invention to companies and that
posed an additional problem if such was the case.
I finally did find a patent issued to Charles H. Garrett on July 2, 1935 and called an
ELECTROLYTIC CARBURETOR. The number was 2,006,676. Since the microfiches only go back
to about the mid-40's, I had no option except to order it from the patent office. A letter was sent to
them with $2.00 ($1.50 for the patent and .50 for mailing costs). After almost 3 months, I got a letter
saying that patents had now gone up to $3.00. So, another letter with the extra $1.00 FINALLY got
me the patent about 3 weeks later.
I have been calling it a HYDROLYTIC CARBURETOR because of WHAT it is combusting and

have been totally amazed at the simplicity of the technology.
The newspaper articles are included in this file for the exact information as published from the
1935 demonstration to the latest modern report of which I am aware.
87
Bob Aldrich of Survivor BBS in LA gave us additional patent numbers pertaining to the Horvath
patents for electrolysis to power an automobile engine. Of those patents, the Garrett patent was
NEVER listed as a 'prior art' patent. That is quite odd as it PRECEDES several of the points made
by the Horvath patent, not to mention being SO SIMPLE. The potential is ENORMOUS.
What follows is the story confirming that no green pill was involved in the process and which
Howard and Joanne Bond provided to us as 'seed material' for the rest of what we found out.
Early inventor builds water-powered auto
The late Henry 'Dad' Garrett was a multi-talented Dallas inventor with a bent for electrical
contrivances, and in 1935, he and his son, C.H. Garrett, patented and exhibited an automobile that
ran on water -- actually, on hydrogen after the water was broken down by electrolysis.
Dad Garrett was already famous for his work. In 1920 he set up WRR in Dallas, the world's first
municipal radio station, and was its first announcer. He was the first man to build a radio in his
car, and he developed radio transmission from the car for police use. He also invented an automatic
electric traffic signal, possibly the nation's first.
Eugene P. Aldredge recalled the Garretts: "I had rented a small office on the seventh floor of the
Allen building in downtown Dallas for my letter service, and one of my early customers was the
eighteenth floor National Electric Signal Co. owned by Dad Garrett and son C.H..
I was informed that the two were experimenting with an automobile that used water for fuel, that
they carried on their experiments in a workshop adjacent to their office on the top floor, and that
two separate explosions (from dangerous hydrogen) had nearly blown a hole in the roof of the
building...Neither was hurt.
On September 8, 1935, The Dallas Morning News first announced that the water-fuel concept
worked -- at least it worked for 'several minutes,' the article reported.
A few months later, Pathe' News filmed the car driving along Garland Road with the driver
stopping at White Rock Lake to fill the fuel tank with water before cruising off. In 1970, Karen
Klinefelter wrote, 'Aptly enough, the film was shown on Pathe's Stranger than Fiction feature
program.'
C.H. Garrett said the only items needed to convert a gasoline-engine auto to a water burner was an
electrolytic carburetor and installation of a generator of double normal capacity for the breaking
down of the water.
He claimed instant starts in any weather, no fire hazards, cooler operation and plenty of power and
speed. The car was not marketed, and no one seems to know its ultimate destiny. Both Garretts died
a number of years ago.
88
The original September 8, 1935 article that I found on microfilm in the Dallas Library.
Dallasite Patents Invention

Which He Claims Substitutes
Water for Gasoline as Fuel
C.H. Garrett, Dallas inventor, gave a private demonstration Saturday of a recently patented
contrivance which he said substituted water for gasoline as fuel for internal combustion engines.
He said it broke up the water by electrolysis into its component gases, oxygen and hydrogen, using
the highly explosive hydrogen for fuel in the motor cylinder.
The working model operated a four-cylinder engine for several minutes in the demonstration, at
varying speeds and with several starts and stops. Garrett said he had operated the engine
continuously for more than forty-eight hours.
The inventor said the idea itself was not new. He explained that difficulty had been encountered
heretofore in attempts to store the dangerously inflammable hydrogen. He claimed to have
AVOIDED that trouble by making and exploding the gas in the SAME PROCESS without a
storage chamber in which the flames from the motor cylinders might react.
Water, he explained, is broken down into its component gases by passage of an electric current
through it from electrodes immersed in the water. Hydrogen collects at the negative pole and
oxygen at the positive. The hydrogen, Garrett said, is MIXED WITH AIR (air is 78% nitrogen and
other gases) and introduced DIRECTLY INTO THE CYLINDERS.
The inventor said he had been working on the device for eight years, assisted by his father, Henry
Garrett, traffic signal engineer for the city of Dallas, inventor of the traffic signal system, now in
use here and holder of several patents on such contrivances.
Garrett said attachment of the electrolytic carburetor and installation of a generator of about
DOUBLE normal capacity to furnish power for the breaking down of the water were the only
changes needed to convert a gasoline burning automobile into a WATER BURNER!
He said the electrolysis chamber would have to VARY IN SIZE with the size of the motor used. One
of ABOUT A QUART CAPACITY being big enough for the ordinary automobile.
He claimed instantaneous starting in any weather, elimination of fire hazards, cooler motor
operation and fulfilling of all motor requirements in power and speed.
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Problems with Hydrogen as an Engine Fuel
One of the problems with the burning of hydrogen in an internal combustion engine is that of
EMBRITTLEMENT. This occurs when the walls of the cylinder become saturated with hydrogen
ions.
Corrosion Embrittlement - the embrittlement or loss of ductility of metals due to corrosion, usually
as a result of intergranular attack which may not readily be visible.
As you can tell from this definition, the metal becomes fragile or porous and can shatter or fracture
upon impact, thus damaging the engine. There is also the problem of excess heat. However, with the
Garrett patent and verification by modern research, both problems have been overcome.
As to embrittlement, the acidity of water has been found to have a great effect on the speed and the
degree to which a material can be dissolved.
Generally speaking, the acidity of a system is measured in units called the pH (hydrogen
concentration), ranging from 1 to 14. Neutral solutions have a pH of 7. A pH less than 7 means that
the solution is ACIDIC and more than 7 means that it is ALKALINE.
When a metal becomes corroded because of the acidity of the solution in which it is immersed, it is
due to an interchange of hydrogen ions in the solution with the atoms of the exposed metal. When
the solution is liquid, the metal goes into the solution and hydrogen tends to plate out on the piece.
Once a hydrogen film has deposited on the exposed surfaces, the dissolving of the metal will cease.
Oxygen plays an important part in this process, because the oxygen dissolved in water will react
with the film of hydrogen to eliminate it by forming water which allows the corrosion process to
proceed.
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The following ignition and Btu charts help to compare gasoline and other fuels to hydrogen.
Ignition Temperature of Fuels in Air

Combustible Formula Temperature in Fahrenheit
Sulfur S 470
Charcoal C 650
Fixed Carbon (coal) C 765 to 1115 (depending on type)
Acetylene C H 580 to 825
2 2
Ethane C H 880 to 1165
2 6
Ethylene C H 900 to 1020
2 4
Hydrogen H 1065 to 1095
2
Methane CH 1170 to 1380
4
Carbon Monoxide CO 1130 to 1215
Kerosine 490 to 560
Gasoline 500 to 800
--------------------------------------------------------------------
Combustible High Btu High Btu. % other gases for

per pound per cubic foot Combustion lb for lb
Oxygen Nitrogen Air
Hydrogen 61,095 325 7.94 26.41 34.34

Propane 2,524 21,669 3.63 12.07 15.70
Butane 3,271 21,321 3.58 11.91 15.49
--------------------------------------------------------------------
When ignited, hydrogen burns in air with a pale blue to colorless, nonluminous flame, yielding H20.
When mixed with air, the flammability limit is 4-74% hydrogen. When mixed with oxygen, the
flammability limit is 4-94% hydrogen.
Care must always be exercised where there may be hydrogen mixtures with air or oxygen because
VIOLENT EXPLOSIONS may occur. So we now understand that hydrogen burns with a very hot,
explosive and yet invisible flame.
To date, the cost has been prohibitive for providing commercial home type uses. Not to mention the
generally accepted yet quite faulty idea of a CENTRALIZED source of power distribution. Such
reliance on central systems simply sustains the current need for each of us to be dependent and
supportive of these very large institutions.
Eventually, society will see how freedom, independence and prosperity will come from the LOCAL
generation of power and food wherever possible.
The high temperatures produced when hydrogen reacts with oxygen or fluorine, plus the low
molecular weights of the product gases, have made hydrogen a prime fuel for rocket propulsion,
since rocket thrust increases directly with the temperature and inversely with the molecular weight
of the exhaust gases.
91
Some studies have indicated that the cost of transporting and distributing hydrogen by pipeline
may be less than the cost of transporting and distributing electric power. Presumably existing
natural gas pipelines and distribution systems can be adapted to the use of hydrogen.
Although hydrogen has a net heating value of only 275 Btus per cubic foot, as compared with 913
Btus per cubic foot for methane, the lower density and viscosity of hydrogen make it possible for a
pipeline to deliver about the same amount of thermal energy as with methane, at a somewhat higher
compression cost.
The thermal energy in hydrogen can be utilized more efficiently in home heating than natural gas,
because hydrogen can be burned in nonconventional heaters, with no loss of heat, since its only
primary combustion product is water. By using flameless catalytic heaters, nitrogen oxide can be
eliminated. However, oxygen depletion of closed spaces will still present a hazard.
Hydrogen mixed with gasoline has generated as much as a 50% improvement in overall efficiency.
A test motorcar obtained 19 miles per pound of hydrogen. However, since liquid hydrogen weighs
only 0.58 pound per gallon, the mileage figure was 11 miles per gallon of liquid hydrogen. The use
of liquid hydrogen as a motor fuel thus presents several major problems despite its basic
attractions.
Hydrogen for home heating

Using hydrogen for home heating requires some other considerations. Because hydrogen burns with
a hotter flame, some design features of current heating apparatus would require changes. The
energy content per unit mass of liquid hydrogen is about 2.75 times greater than that of
hydrocarbon fuels. On the other hand, there are only 325 Btus per standard cubic foot of hydrogen
as compared with about 1,000 Btus per standard cubic foot of natural gas. The ignition energy of
hydrogen is about 0.02 millijoules, which is less than 7% that of natural gas.
Hydrogen for lighting

Lighting via the use of hydrogen can be accomplished by the phenomenon of
CONDOLUMINESCENCE, a cold process. A phosphor is spread on the inside of a tube similar to
the conventional fluorescent lamp. Upon coming in contact with the phosphor, small amounts of
hydrogen combine with the oxygen in the air to excite bright luminescence in the phosphor. (Is this
the secret of the mysterious "perpetual lamps" as found in ancient tombs?)
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Electrolysis of water
The theoretical power required to produce hydrogen from water is 79 KiloWatts per 1,000 cubic
feet of hydrogen gas.
Modern electrolyzers consist of:
1) Tank cells with monopolar electrodes. Porous diaphragms separate the alternate cathodes
and anodes to prevent gas mixing. The anodes and cathodes are connected in parallel to keep
the required voltage at approximately 2 volts and to permit high current densities. This
arrangement requires a large floor area.

2) Bipolar electrodes, connected in series and suitably insulated. The electrodes are cathodic
on one side; anodic on the other side. This arrangement requires less floor space, is more
complex, and requires high voltages.
High pressure can also increase electrolyzer efficiency. A commercially available electrolyzer
operates at pressures of 30 atmospheres (about 450 PSI), 194 degrees F., requiring 300 amperes of
electric current at 217 volts. Other units operating at current densities of 800 amps per square foot
can produce up to 4,400 pounds of hydrogen per hour.
So, with all the above, we can see both the promise and some of the problems with the use of
hydrogen as fuel. Personally, I was amazed while digging this info from the Van Nostrand
Encyclopedia on finding that hydrogen could be used to produce light.
Further Info
As stated above, the primary problems with Hydrogen are the excessive heat and the embrittlement
problem.
Both problems have been solved according to a NOVA video entitled Hydrogen - the Invisible
Flame.
The use of a stoichiometric mix of hydrogen to oxygen (as in Dr. Rhodes Gas discovery in the early
1960s, later stolen and renamed by Yull Brown), with outside air eliminates the embrittlement
problem while water vapor sucked into the intake cools the exploding gas mixture to reduce the
heat. Both of these techniques were pioneered by Charles Garrett, tested and patented in 1935.
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The text of the Garrett patent follows.
Patented July 2, 1935 - 2,006,676

Electrolytic Carburetor - Charles H. Garrett, Dallas, Texas
This invention relates to carburetors and it has particular reference to an electrolytic carburetor by
means of which water may be broken up into its hydrogen and oxygen constituents and the gases so
formed suitably mixed with air.
The principal object of the invention is to provide in a device of the character described, a
mechanism by means of which water may be readily decomposed into its constituents, and the
constituents intimately mixed with each other and with air.
Another object of the invention is to provide means whereby the electrolyte level in the carburetor
may be maintained at a more or less constant level regardless of fluctuations in fluid pressure at the
fluid inlet of the carburetor.
Another object of the invention is to provide means whereby the relative amount of air mixed with
the hydrogen and oxygen may be regulated as desired.
Still another object of the invention is the provision of means to prevent loss of hydrogen and
oxygen gases during periods in which these gases are not being drawn from the carburetor.
Still another object of the invention is the provision of means whereby the hydrogen and oxygen
resulting from electrolysis may be formed in separate compartments, and a further object of the
invention is the provision of means to periodically reverse the direction of current flow and thereby
alternate the evolution of the gases in the separate compartments, to be later intermingled.
With the foregoing objects as paramount, the invention has particular reference to its salient
features of construction and arrangement of parts, taken in connection with the accompanying
drawings, wherein:
Figure 1 is a view in vertical section of one form of carburetor.

Figure 2 is a modified form.
Figure 3 is a diagrammatic view of a pole changer, showing its actuating mechanism, and
Figure 4 is a wiring diagram for the modified form of carburetor shown in Figure 2.
Continuing more in detail with the drawings, reference is primarily directed to Figure 1 in which
the reference numeral 1 designates the carburetor housing, which is preferably constructed of
bakelite or other suitable insulating material. The housing 1 is so designed as to divide the
carburetor into a float chamber 2 and gas generating chamber 4, connected by a fluid passage 3.
Water UNDER PRESSURE is FORCED into the carburetor through an opening 5 which
communicates with the float chamber 2 through the medium of the sediment chamber 6 and the
needle valve orifice 7, which is closed by a needle valve 8 when the device is not in operation. A float
9 surrounds the needle valve 8 and is free to move vertically relative thereto. Depending from the
cover 10 to the float chamber 2 are two ears 11, located at spaced intervals on opposite sides of the
needle valve 8. The members 12 are pivoted to the ears 11, as shown. The weighted outer ends of the
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members 12 rest on top of the float 9, and their inner ends are received in an annular groove in the
collar 13 which is rigidly attached to the needle valve 8.
Within the gas generating chamber 4, a series of spaced, depending plates 14 are suspended from a
horizontal member 15 to which a wire 16 has electrical contact through the medium of the bolt 17,
which extends inwardly through the housing 1 and is threaded into the horizontal member 15.
A second series of plates 18 is located intermediate the plates 14 and attached to the horizontal
member 19, and has electrical contact with the wire 20 through the bolt 21.
A gas passageway 22, in which a butterfly valve 23 is located, communicates with the gas generating
chamber 4 through an orifice 24. An air inlet chamber 25 has communication with the gas
passageway 22 above the orifice 24. A downwardly opening check valve 26 is in control of the
openings 27, and is held inoperatively closed by means of light spring 28.
An adjustable auxiliary air valve 29 is provided in the wall of the gas passageway 22, which air
valve is closed by the butterfly valve 23 when the butterfly valve is closed, but communicates with
the outside air when the butterfly valve is open.
The operation of the device is as follows :
The chambers 2 and 4 are first filled to the level 'a' with a solution of weak sulphuric acid or other
electrolyte not changed by the passage of current therethrough, and the opening 5 is connected to a
tank of water, not shown.
The wire 16 is next connected to the positive pole of a storage battery or other source of direct
current and the wire 20 to the negative pole. Since the solution within the carburetor is a conductor
of electricity, current will flow therethrough and hydrogen will be given off from the negative or
cathode plates 18 and oxygen from the positive or anode plates 14.
The butterfly valve 23 is opened and the gas passageway 22 brought into communication with a
partial vacuum. Atmospheric pressure acting on the top of the check valve 26 causes it to be forced
downwardly as shown in dotted lines. The hydrogen and oxygen liberated from the water at the
plates 18 and 14 are drawn upwardly through the orifice 24 covered by the check valve 30 where
they are subsequently mixed with air entering through the openings 27 and through the auxiliary
air valve 29.
When it is desired to reduce the flow of hydrogen and oxygen from the plates 18 and 14, the current
flowing through the device is reduced, and when the current is interrupted the flow ceases. When
the butterfly valve 23 is moved to closed position, the check valve 26 is automatically closed by the
spring 28. Any EXCESS GAS given off during these operations IS STORED in the space above the
fluid where it is ready for subsequent use.
Water is converted into its gaseous constituents by the device herein described, but the dilute
sulphuric acid or other suitable electrolyte in the carburetor REMAINS UNCHANGED, since it is
not destroyed by electrolysis, and the parts in contact therewith are made of bakelite and lead or
other material not attacked by the electrolyte.
95
The structure shown in Figure 2 is substantially the same as that shown in Figure 1 with the
exception that the modified structure embraces a larger gas generating chamber which is divided
by means of an insulating plate 31 and is further provided with a depending baffle plate 32 which
separates the gas generating chamber 33 from the float chamber 34 in which the float 35 operates in
the same manner as in Figure 1. Moreover, the structure shown in Figure 2 provides a series of
spaced depending plates 36 which are electrically connected to the wire 37, and a second series of
similar plates 38 which are electrically connected to the wire 39 and are spaced apart from the
plates 36 by the insulating plate 31.
Gases generated on the surfaces of the plates 36 and 38 pass upward through the orifice 39a into the
gas passageway 40 where they are mixed with air as explained in the description of Figure 1.
A pipe 51 bent as shown in Figure 2 passes downwardly through the housing of the carburetor and
has a series of spaced apertures 'a' in its horizontal portion beneath the plates 36 and 38. An
upwardly opening check valve 53 is in control of the air inlet 54. When a partial vacuum exists in
the chamber 33, air is drawn in through the opening 54 and subsequently passes upwardly through
the apertures 'a'. This air tends to remove any bubbles of gas collecting on the plates 36 and 38 and
also tends to cool the electrolyte. The check valve 53 automatically closes when a gas pressure exists
within the carburetor and thereby prevents the electrolyte from being forced out of the opening 54.
In order to provide for alternate evolution of the gases from the plates 36 and 38, a pole changer 41,
shown in Figure 3 is provided, which is actuated periodically by the motor 42 which drives the
worm 43 and the gear 44 and causes oscillations of the member 45 which is connected by a spring
46 to the arm 47, thereby causing the pole changer to snap from one position to the other.
In operation, the carburetor shown in Figure 2 is connected as shown in the wiring diagram of
Figure 4. A storage battery 48 or other suitable source of direct current is connected to a variable
rheostat 49, switch 50, pole changer 41 and to the carburetor as shown. Thus the rate of evolution of
the gases can be controlled by the setting of the rheostat 49 and the desired alternate evolution of
the gases in the compartments of the carburetor is accomplished by means of the periodically
operated pole changer 41.
Manifestly, the construction shown is capable of considerable modification and such modification as
is considered within the scope and meaning of the appended claims is also considered within the
spirit and intent of the invention.
What is claimed is:
1) An electrolytic carburetor including an anode and a cathode, float means to control the level of
the electrolyte within said carburetor, means to mix the gases resulting from electrolysis with air,
and a check valve independent of said float means to control ingress of air to said carburetor.
2) An electrolytic carburetor including anode and cathode plates, a float actuated valve in control of
the electrolyte level within said carburetor, means to mix the gases resulting from electrolysis with
air, a check valve in control of said means, a second check valve independent of said float actuated
valve to prevent loss of gases from said carburetor.
3) An electrolytic carburetor for producing mixtures of hydrogen, oxygen and air, including a series
of spaced and electrically connected anode plates partially immersed in the electrolyte within said
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carburetor, a series of electrically connected cathode plates spaced between said anode plates, a
float operated valve in control of the electrolyte level within said carburetor, an air inlet to said
carburetor and a check valve in control of said air inlet.
4) An electrolytic carburetor for generating hydrogen and oxygen gases from water and for mixing
said gases with air, including an anode and cathode paritally immersed in an electrolyte within said
carburetor, float actuated means to replace the water consumed whereby to maintain a constant
fluid level within said device, means for mixing the said gases with air, and a check valve in control
of said latter means.
5) An electrolytic carburetor including an anode and a cathode, float actuated means to control the
level of the electrolyte within said carburetor, means to mix the gases resulting from electrolysis
with air, a check valve in control of said latter means and means to periodically reverse the
direction of current through said carburetor.
Charles H. Garrett
The drawings are;
Figure 1 is a view in vertical section of one form of carburetor.
97
Figure 2 is a modified form.
98
Figure 3 is a diagrammatic view of a pole changer, showing its actuating mechanism,
and
99
Figure 4 is a wiring diagram for the modified form of carburetor shown in Figure 2.
Useful tips for experimenters

The electrolyte mixture used in the Horvath patent is 25% potassium hydroxide with 75% of
distilled water.
This is a good initial mix for the Garrett patent and if you choose to experiment with it, we
recommend you stick with what works, i.e. the Garrett idea of battery acid (weak sulphuric acid) in
a beginning mixture of 25% sulphuric acid with 75% water.
So many people want to jump from base level to a flying saucer or free energy generator without
proving the basic phenomenon. This causes a loss of confidence and a waste of money because the
"improved" design did not work and abandonment of the project.
Other options include :
1) Magnets - either alternating fields or preferably monopoles (i.e. north or south ONLY)
2) An Ultraviolet source to help break down the water
3) Injection of sound either as a "tickler" or at high amplitudes
100
4) Injection of sound as Keely recommends at one or all of the following:
620 - 630 - 12,000 - 42,800 cycles per second
5) Textured surfaces for the electrodes to allow the more rapid release of the gases as they
are formed, "oozing" off easier into large bubbles
6) Large surface electrodes, convolutions, etc. for greater generation of gases (lead electrodes
best)
7) Heat is generated in the process, but the water bonds would be broken much easier and
faster if the electrolyte chamber was heated
8) DC with an AC signal at shock excitation amplitudes, the DC would keep the water
excited, the AC would shock it at any of the above frequencies
Caveats and safety warnings

Hydrogen is EXPLOSIVE!
Hydrogen is INVISIBLE WHEN IT IS BURNING!
Resonance of water molecules at high amplitudes could possibly EXPLODE the hydrogen/oxygen
bond!
In a chamber filled with water, this could be DISASTROUS, possibly leading to a chain reaction!!
So take every possible precaution if you choose to experiment with sonics!!!
Hybridizing of many techniques to achieve an end result is THE WAY!
Imagine, one simple process that can provide:
1) heat - through the burning of hydrogen/oxygen

2) power for local energy generation - the explosive energy to drive a piston to drive a shaft
to drive a generator. That generator charges a battery network which feeds an inverter
(converts DC to AC) to run your house
3) motive power for transport power - explosive energy drives the piston to drive your
vehicle
4) light - condoluminescence - hydrogen/oxygen exposed to phosphor coated surfaces for
light generation
5) sound amplification - flame speakers where flame is electrostatically deflected at audio
rates to produce sound, the hydrogen/oxygen mix is generated LOCALLY rather than using
bottled gases such as propane, butane, etc.
Are we so collectively stupid that we can't duplicate today what was done over 75 years ago and
improve on it?
101
#11 - Puharich Splitting the Water Molecule for Hydrogen

Vibrations that Split Molecules Produce Energy
Seawater - or even dirty rainwater - could be transmuted into fuel through a new technique
serendipitously discovered by a researcher in medical electronics.
Dr. Andrija Puharich has found a way to split water molecules by tuning in on the vibrations of
their atoms and breaking the molecules into hydrogen, which could become fuel, and oxygen.
Alternating-current impulses augment naturally occurring vibrations in the H2O molecules. By

boosting the vibrations out of control, Puharich makes the molecules fly apart into the component
atoms.
He likens the water-splitting effect to the way soldiers marching in step across a bridge risk
damaging the structure by making it vibrate at a critical, stress-producing rate.
Electrolysis by simple direct current would create hydrogen and oxygen with a net energy efficiency
of only 54 percent, according to Puharich, a Virginia-based inventor. But he says his alternating-
current system reaches better than 90 per cent efficiency.
A former physician, Puharich discovered the water-splitting technique a dozen years ago but has
only recently presented his findings publicly.
Originally, he was investigating the DISRUPTIVE EFFECT of electrical resonances on blood clots
and noticed a peculiar thing in dilute blood, a SPECIFIC FREQUENCY made bubbles appear in
the liquid.
Lab analysis showed that the bubbles were composed of oxygen and hydrogen.
A barrel-shaped cavity contains the water in Puharich's recently refined system. He introduces
alternating current at A KEY FREQUENCY of 600 cycles per second.
The cavity resonates with the impulses in somewhat the same way the body of a violin resonates
with the sound of one string, ADDING HIGHER AND LOWER HARMONICS TO THE
PRINCIPAL TONE.
The additional harmonics, Puharich says, cause the proton in the hydrogen atom TO ROTATE,
further forcing the hydrogen to split from the oxygen.
Puharich suggests that the splitting energy could be provided by solar or wind generators. The
hydrogen could then be stored and used conveniently in fuel cells or hydrogen-powered cars.
102
Puharich - July 19, 1983
Method and apparatus for splitting water molecules
Abstract
Disclosed herein is a new and improved thermodynamic device to produce hydrogen gas and
oxygen gas from ordinary water molecules or from seawater at normal temperatures and pressure.
Also disclosed is a new and improved method for electrically treating water molecules to decompose
them into hydrogen gas and oxygen gas at efficiency levels ranging between approximately 80-
100%. The evolved hydrogen gas may be used as a fuel; and the evolved oxygen gas may be used as
an oxidant.
The scientific community has long realized that water is an enormous natural energy resource,
indeed an inexhaustible source, since there are over 300 million cubic miles of water on the earth's
surface, all of it a potential source of hydrogen for use as fuel. In fact, more than 100 years ago
Jules Verne prophesied that water eventually would be employed as a fuel and that the hydrogen
and oxygen which constitute it would furnish an inexhaustible source of heat and light.
Water has been split into its constituent elements of hydrogen and oxygen by electrolytic methods,
which have been extremely inefficient, by thermochemical extraction processes called
thermochemical water-splitting, which have likewise been inefficient and have also been
inordinately expensive, and by other processes including some employing solar energy. In addition,
artificial chloroplasts imitating the natural process of photosynthesis have been used to separate
hydrogen from water utilizing complicated membranes and sophisticated artificial catalysts.
However, these artificial chloroplasts have yet to produce hydrogen at an efficient and economical
rate.
These and other proposed water splitting techniques are all part of a massive effort by the scientific
community to find a plentiful, clean, and inexpensive source of fuel. While none of the methods
have yet proved to be commercially feasible, they all share in common the known acceptability of
hydrogen gas as a clean fuel, one that can be transmitted easily and economically over long
distances and one which when burned forms water.
103
SUMMARY OF THE PRESENT INVENTION
In classical quantum physical chemistry, the water molecule has two basic bond angles, one angle
being 104.degree., and the other angle being 109.degree.28'.
The present invention involves a method by which a water molecule can be energized by electrical
means so as to shift the bond angle from the 104.degree. configuration to the 109.degree.28'
tetrahedral geometrical configuration.
An electrical function generator (Component 1) is used to produce complex electrical wave form
frequencies which are applied to, and match the complex resonant frequencies of the tetrahedral
geometrical form of water.
It is this complex electrical wave form applied to water which is contained in a special
thermodynamic device (Component II) which shatters the water molecule by resonance into its
component molecules--hydrogen an oxygen.
The hydrogen, in gas form, may then be used as fuel; and oxygen, in gas form is used as oxidant.
For example, the thermodynamic device of the present invention may be used as a hydrogen fuel
source for any existing heat engine--such as, internal combustion engines of all types, turbines, fuel
cell, space heaters, water heaters, heat exchange systems, and other such devices. It can also be used
for the de-salinization of sea water, and other water purification purposes. It can also be applied to
104
the development of new closed cycle heat engines where water goes in as fuel, and water comes out
as a clean exhaust.
For a more complete understanding of the present invention and for a greater appreciation of its
attendant advantages, reference should be made to the following detailed description taken in
conjunction with the accompanying drawings.
Correlations of Possible Interest
This paper is quite astounding in that it correlates with John Worrell Keelys' claim that water can
be progressively dissociated at 620, 630 and 12,000 cycles per second. These are on the molecular,
atomic and etheric levels respectively.
It is interesting that the etheric level of 12,000 / 20 = 600 (Puharich's frequency) found by original
experimentation. This 600 cps frequency is therefore a harmonic of the 12,000 cps frequency which
Puharich discovered.
Keely also claims that the disruption of water occurs at 42,800 cycles per second.
The direct quote from the book "Keely and His Discoveries" by Bloomfield Moore, published in
1893 ;
"The orders of intensification for accelerating dissociation would not be understood by any
explanations that could be made, if unaccompanied by the demonstrations witnessed by the late
Professor Leidy, Dr. Brinton, and others.
"When the ether flows from a tube, its negative centre represents molecular sub-division carrying
interstitially (or between its molecules) the lowest order of liberated ozone.
"This is the first order of ozone and its wonderfully refreshing and vitalizing to those who breathe
it.
"The second order, or atomic separation, releases a much higher grade of ozone; in fact, too pure
for inhalation, is the one that has been (though attended withe much danger to the operator)
utilized by Keely in his carbon register to produce the circuit of high vibration that breaks up the
molecular magnetism which is recognized as cohesion.
"The acceleration of these orders is governed by the introductory impulse on a certain combination
of vibratory chords, arranged for this purpose in the instrument, with which Keely dissociates the
elements of water, and which he calls a Liberator.
"In molecular dissociation one fork of 620 is used, setting the chords on the first octave.
"In atomic separation two forks, one of 620 and one of 630 per second; setting the chords on the
second octave.
105
"In the etheric three forks; one of 620, one of 630, and one of 12,000, setting the chords on the third
octave.
As a matter of further clarification, Keely states that you cannot DIRECTLY dissociate a single
level of aggregation due to the shell structure of matter.
In other words, if you wish to dissociate the Atomic level, you must first dissociate the molecular to
be able to get to the atomic. That follows also if you wish to dissociate the etheric, you must disrupt
the molecular AND the atomic, THEN the etheric.
Keely refers to this technique as progressive dissociation.
In 1988, we had Andrija Puharich in Dallas for about 4 days as a joint speaker for Vanguard
Sciences and MUFON Metroplex. We spent many hours with Andrija and discussed a wide variety
of subjects.
At that time, I asked him about this experiment and he said the original research was done in the
late 50's, early 60's by him in a dual attempt. One was to selectively remove gases from the blood
and the other to dissolve clots.
Andrija had not heard of Keely or his work with dissociation or disruption of matter with acoustic
frequencies. He was quite interested that the work had been done almost 100 years ago and wanted
to know more about Keely.
Dr. Puharich has dropped out of sight over the last few years, so we have lost contact with him. He
was at that time (1988) very concerned about ecology and was working on some type of retreat for
future hard times.
They were re-building an old hydro-electric power system fed by a small lake on the land they had
in Virginia. Puharich at that time was living on land donated by R. J. Reynolds.
We heard recently that Reynolds was attempting to get the land back. Since we have not seen or
heard from Andrija in about 2 years, we don't know what is going on with him.
DIED, ANDRIJA PUHARICH, M.D. LLD. 76 - internationally acclaimed American scientist,

inventor, researcher, physicist, theorist, and author - of heart failure, in North Carolina. Editor of
"THE ICELAND PAPERS" (Select Papers on Experimental and Theoretical Research on the
Physics of Consciousness) 1979.
Dr. Puharich was a leader in the field of psychical research, merging quantum mechanics and
relativity into a new scientific world-view to examine the way in which brain/mind function gives
rise to a focused consciousness.
Member of many scientific societies and recipient of numerous awards and honors, Dr. Puharich's
many friends and colleagues knew him as a true Renaissance Man. Six children and three
grandchildren survive him.
106
In addition to The Iceland Papers and Uri he wrote The Sacred Mushroom, 1959, and Beyond
Telepathy, 1962, both published by Double day & Company, and both reissued in 1974 by
Doubleday in paperback editions. He also collaborated on a book by John G. Fuller, Arigo, Surgeon
of the Rusty Knife, and published over fifty papers and articles in scientific and professional
journals.
Interment at devotion, North Carolina
On January 4, 1995, the following death-notice appeared in the Winston Salem journal;
ELDERLY SCIENTIST ORDERED EVICTED FROM REYNOLDS ESTATE DIES IN FALL
One of the three scientists ordered to leave the Surry County estate of Richard Joshua Reynolds
died last night after suffering a heart attack and falling down a flight of steps.
Dr. Andrija Puharich, aged 76, fell about 7:15 p.m. Puharich was extremely frail and his health had
been failing, said Susan Mandell, who took care of Puharich. Mandell said earlier that Puharich
would not fight the magistrate's eviction order, and that he was waiting for his social security check
because he couldn't afford to move.
In July 1994, he collapsed and was hospitalized. Examination showed severe diabetes; kidney
failure, related to the diabetes; anemia, secondary to the kidney function; high blood pressure;
progressive dementia, due to the anemia and lack of blood supply to the brain.
He had sudden violent outbursts, pulled out IV's and pulled off the telemetry patches. He also had a
rash on his leg, a possible onset of gangrene.
The doctors advised Andrija to look for placement in a rest home, but he refused to even consider
it.
107
#12 - Meyers Splitting the Water Molecule for Hydrogen

Stan Meyers Water Car - January 1991
Eye-witness accounts suggest that US inventor Stanley Meyer has developed an electric cell which
will split ordinary tap water into hydrogen and oxygen with far less energy than that required by a
normal electrolytic cell.
In a demonstration made before Professor Michael Laughton, Dean of Engineering at Queen Mary
College, London, Admiral Sir Anthony Griffin, a former controller of the British Navy, and Dr
Keith Hindley, a UK research chemist. Meyer's cell, developed at the inventor's home in Grove
City, Ohio, produced far more hydrogen/oxygen mixture than could have been expected by simple
electrolysis.
Where normal water electrolysis requires the passage of current measured in amps, Meyer's cell
achieves the same effect in milliamps. Furthermore ordinary tap water requires the addition of an
electrolyte such as sulphuric acid to aid current conduction; Meyer's cell functions at greatest
efficiency with pure water.
According to the witnesses, the most startling aspect of the Meyer cell was that it remained cold,
even after hours of gas production.
Meyer's experiments, which he seems to be able to perform to order, have earned him a series of US
patents granted under Section 101. The granting of a patent under this section is dependent on a
successful demonstration of the invention to a Patent Review Board.
Meyer's cell seems to have many of the attributes of an electrolytic cell except that it functions at
high voltage, low current rather than the other way around. Construction is unremarkable. The
electrodes - referred to as "excitors" by Meyer- are made from parallel plates of stainless steel
formed in either flat or concentric topography. Gas production seems to vary as the inverse of the
distance between them; the patents suggest a spacing of 1.5mm produces satisfactory results.
The real differences occur in the power supply to the cell. Meyer uses an external inductance which
appears to resonate with the capacitance of the cell - pure water apparently possesses a dielectric
constant of about 5 - to produce a parallel resonant circuit.
This is excited by a high power pulse generator which, together with the cell capacitance and a
rectifier diode, forms a charge pump circuit.
High frequency pulses build a rising staircase DC potential across the electrodes of the cell until a
point is reached where the water breaks down and a momentary high current flows. A current
measuring circuit in the supply detects this breakdown and removes the pulse drive for a few cycles
allowing the water to "recover '.
108
Research chemist Keith Hindley offers this description of a Meyer cell demonstration: "After a day
of presentations, the Griffin committee witnessed a number of important demonstration of the
WFC (water fuel cell as named by the inventor).
A witness team of independent UK scientific observers testified that US inventor, Stanley Meyer,
successfully decomposed ordinary tap water into constituent elements through a combination of
high, pulsed voltage using an average current measured only in milliamps. Reported gas evolution
was enough to sustain a hydrogen / oxygen flame which instantly melted steel.
In contrast with normal high current electrolysis, the witnesses report the lack of any heating
within the cell. Meyer declines to release details which would allow scientists to duplicate and
evaluate his "waterfuel cell". However, he has supplied enough detail to the US Patents Office to
persuade them that he can substantiate his 'power-from-water' claims.
One demonstration cell was fitted with two parallel plate "excitors". Using tap water to fill the cell,
the plates generated gas at very low current levels- no greater than a tenth of an amp on the
ammeter, and claimed to be milliamps by Meyer - and this gas production increased steadily as the
plates were moved closer together and decreased as they were separated. The DC voltage appeared
to be pulsed at tens of thousands of volts.
A second cell carried nine stainless steel double tube cell units and generated much more gas. A
sequence of photographs was taken showing gas production at milliamp levels. When the voltage
was turned up to its peak value, the gas then poured off at a very impressive level.
"We did notice that the water at the top of the cell slowly became discolored with a pale cream and
dark brown precipitate, almost certainly the effects of the chlorine in the heavily chlorinated tap
water on the stainless steel tubes used as "excitors".
He was demonstrating hydrogen gas production at milliamp and kilovolt levels.
"The most remarkable observation is that the WFC and all its metal pipework remained quite cold
to the touch, even after more than twenty minutes of operation. The splitting mechanism clearly
evolves little heat in sharp contrast to electrolysis where the electrolyte warms up quickly."
"The results appear to suggest efficient and controllable gas production that responds rapidly to
demand and yet is safe in operation. We clearly saw how increasing and decreasing the voltage is
used to control gas production. We saw how gas generation ceased and then began again instantly
as the voltage driving circuit was switched off and then on again."
"After hours of discussion between ourselves, we concluded that Steve Meyer did appear to have
discovered an entirely new method for splitting water which showed few of the characteristics of
classical electrolysis. Confirmation that his devices actually do work come from his collection of
granted US patents on various parts of the WFC system. Since they were granted under Section 101
by the US Patent Office, the hardware involved in the patents has been examined experimentally by
US Patent Office experts and their seconded experts and all the claims have been established."
"The basic WFC was subjected to three years of testing. This raises the granted patents to the level
of independent, critical, scientific and engineering confirmation that the devices actually perform as
claimed."
109
The practical demonstration of the Meyer cell appears substantially more convincing than the para-
scientific jargon which has been used to explain it. The inventor himself talks about a distortion and
polarization of the water molecule resulting in the H:OH bonding tearing itself apart under the
electrostatic potential gradient, of a resonance within the molecule which amplifies the effect.
Apart from the copious hydrogen/oxygen gas evolution and the minimal temperature rise within the
cell, witnesses also report that water within the cell disappears rapidly, presumably into its
component parts and as an aerosol from the myriad of tiny bubbles breaking the surface of the cell.
Meyer claims to have run a converted VW on hydrogen/oxygen mixture for the last four years
using a chain of six cylindrical cells. He also claims that photon stimulation of the reactor space by
optical fibre piped laser light increases gas production.
The inventor is a protg of the Advanced Energy Institute.
Meyer Patents: (up to Sep, 1991)
4936961 - Method for the production of a fuel gas

4826581 - Controlled.. production of thermal energy from gases
4798661 - Gas generator voltage control circuit
4613304 - Gas electrical hydrogen generator
There are others of his, which do not typically apply to his "generator":
4613779 - Power isolation device

4465455 - Startup and shutdown for a hydrogen burner
4421474 - Hydrogen gas burner
4389981 - Hydrogen gas injector
4275950 - Light Lens
4265224 - Solar storage system
3970070 - Solar heating system
There are several ways to obtain these patents, but the easiest one gets them sent directly to your
door.
METHOD FOR THE PRODUCTION OF A FUEL GAS

US Pat # 4,936,961
Field of Invention:
This invention relates to a method of and apparatus for obtaining the release of a fuel gas mixture
including hydrogen and oxygen from water.
110
BACKGROUND OF THE PRIOR ART
Numerous processes have been proposed for separating a water molecule into its elemental
hydrogen and oxygen components. Electrolysis is one such process. Other processes are described
in the United States patents such as 4,344,831; 4,184,931; 4,023,545; 3,980, 053; and Patent
Corporation Treaty application No. PCT/US80/1362, Published 30 April, 1981.
OBJECTS OF THE INVENTION
It is an object of the invention to provide a fuel cell and a process in which molecules of water are
broken down into hydrogen and oxygen gases, and other formerly dissolved within the water is
produced. As used herein the term "fuel cell" refers to a single unit of the invention comprising a
water capacitor cell, as hereinafter explained, that produces the fuel gas in accordance with the
method of the invention.
Brief Description of the Drawings
FIG. 1 - illustrates a circuit useful in the process.

FIG. 2 - shows a perspective of a "water capacitor" element used in the fuel cell circuit.
FIGS. 3A through 3F are illustrations depicting the theoretical bases for the phenomena
encountered during operation of the invention herein.
111
Description of the Preferred Embodiment
In brief, the invention is a method of obtaining the release of a gas mixture including hydrogen on
oxygen and other dissolved gases formerly entrapped in water, from water consisting of:
(A) providing a capacitor, in which the water is included as a dielectric liquid between capacitor
plates, in a resonate charging choke circuit that includes an inductance in series with the capacitor;
(B) subjecting the capacitor to a pulsating, unipolar electric voltage field in which the polarity does
no pass beyond an arbitrary ground, whereby the water molecules within the capacitor are
subjected to a charge of the same polarity and the water molecules are distended by their subjection
to electrical polar forces;
(C) Further subjecting in said capacitor to said pulsating electric field to achieve a pulse frequency
such that the Pulsating electric field induces a resonance within the water molecule;
(D) continuing the application of the pulsating frequency to the capacitor cell after resonance
occurs so that the energy level within the molecule is increased in cascading incremental steps in
proportion to the number of pulses;
(E) maintaining the charge of said capacitor during the application of the pulsing field, whereby the
co-valent electrical bonding of the hydrogen and oxygen atoms within said molecules is destabilized
such that the force of the electrical field applied, as the force is effective within the molecule,
exceeds the bonding force of the molecule, and hydrogen and oxygen atoms are liberated from the
molecule as elemental gases; and
(F) collecting said hydrogen and oxygen gases, and any other gases that were formerly dissolved
within the water, and discharging the collected gases as a fuel gas mixture.
112
The process follows the sequence of steps shown in the following Table 1 in which water molecules
are subjected to increasing electrical forces. In an ambient state, randomly oriented water
molecules are aligned with respect to a molecule polar orientation.
They are next, themselves polarized and "elongated" by the application of an electrical potential to
the extent that covalent bonding of the water molecule is so weakened that the atoms dissociate and
the molecule breaks down into hydrogen and oxygen elemental components.
Engineering design parameters based on known theoretical principles of electrical circuits

determine the incremental levels of electrical and wave energy input required to produce resonance
in the system whereby the fuel gas comprised of a mixture of hydrogen, oxygen, and other gases
such as air test were formerly dissolved within the water, is produced.
TABLE 1
Process Steps:
The sequence of the relative state of the water molecule and/or hydrogen/oxygen/other atoms:
A. (ambient state) random

B. Alignment of polar fields
C. Polarization of molecule
D. Molecular elongation
E. Atom liberation by breakdown of covalent bond
F. Release of gases
In the process, the point of optimum gas release is reached at a circuit resonance. Water in the fuel
cell is subjected to a pulsating, polar electric field produced by the electrical circuit whereby the
water molecules are distended by reason of their subjection to electrical polar forces of the
capacitor plates.
The polar pulsating frequency applied is such that the pulsating electric field induces a resonance in
the molecule. A cascade effect occurs and the overall energy level of specific water molecules is
increased in cascading, incremental steps.
The hydrogen and oxygen atomic gases, and other gas components formerly entrapped as dissolved
gases in water, are released when the resonant energy exceeds the co-valent bonding force of the
water molecule. A preferred construction material for the capacitor plates is stainless steel T-304
which is non-chemical reactive with water, hydrogen, or oxygen.
An electrically conductive material which is inert in the fluid environment is a desirable material of
construction for the electrical field plates of the "water capacitor" employed in the circuit.
Once triggered, the gas output is controllable by the attenuation of operational parameters. Thus,
once the frequency of resonance is identified, by varying the applied pulse voltage to the water fuel
cell assembly, gas output is varied.
113
By varying the pulse shape and/or amplitude or pulse train sequence of the initial pulsing wave
source, final gas output is varied. Attenuation of the voltage field frequency in the form of OFF and
ON pulses likewise affects output.
The overall apparatus thus includes an electrical circuit in which a water capacitor having a known
dielectric property is an element. The fuel gases are obtained from the water by the disassociation
of the water molecule. The water molecules are split into component atomic elements (hydrogen
and oxygen gases) by a voltage stimulation process called the electrical polarization process which
also releases dissolved gases entrapped in the water.
From the outline of physical phenomena associated with the process described in Table 1, the
theoretical basis of the invention considers the respective states of molecules and gases and ions
derived from liquid water. Before voltage stimulation, water molecules are randomly dispersed
throughout water in a container.
When a unipolar voltage pulse train such as shown in FIGS. 3B through 3F is applied to positive
and negative capacitor plates, an increasing voltage potential is induced in the molecules in a linear,
step like charging effect.
The electrical field of the particles within a volume of water including the electrical field plates
increases from a low energy state to a high energy state successively is a step manner following each
pulse-train as illustrated figuratively in the depictions of FIG. 3A through 3F.
The increasing voltage potential is always positive in direct relationship to negative ground
potential during each pulse. The voltage polarity on the plates which create the voltage fields
remains constant although the voltage charge increases. Positive and negative voltage "zones" are
thus formed simultaneously in the electrical field of the capacitor plates.
In the first stage of the process described in Table 1, because the water molecule naturally exhibits
opposite electrical fields in a relatively polar configuration (the two hydrogen atoms are positively
electrically charged relative to the negative electrically charged oxygen atom), the voltage pulse
causes initially randomly oriented water molecules in the liquid state to spin and orient themselves
with reference to positive and negative poles of the voltage fields applied.
The positive electrically charged hydrogen atoms of said water molecule are attracted to a negative
voltage field; while, at the same time, the negative electrically charged oxygen atoms of the same
water molecule are attracted to a positive voltage field.
Even a slight potential difference applied to inert, conductive plates of a containment chamber
which forms a capacitor will initiate polar atomic orientation within the water molecule based on
polarity differences.
When the potential difference applied causes the orientated water molecules to align themselves
between the conductive plates, pulsing causes the voltage field intensity to be increased in
accordance with FIG. 3B. As further molecule alignment occurs, molecular movement is hindered.
Because the positively charged hydrogen atoms of said aligned molecules are attracted in a
direction opposite to the negatively charged oxygen atoms, a polar charge alignment or distribution
occurs within the molecules between said voltage zones, as shown in FIG. 3B. And as the energy
114
level of the atoms subjected to resonant pulsing increases, the stationary water molecules become
elongated as shown in FIGS. 3C and 3D. Electrically charged nuclei and electrons are attracted
toward opposite electrically charged equilibrium of the water molecule.
As the water molecule is further exposed to an increasing potential difference resulting from the
step charging of the capacitor, the electrical force of attraction of the atoms within the molecule to
the capacitor plates of the chamber also increase in strength. As a result, the co-valent bonding
between which form the molecule is weakened - and ultimately terminated. The negatively charged
electron is attracted toward the positively charged hydrogen atoms, while at the same time, the
negatively charged oxygen atoms repel electrons.
In a more specific explanation of the "sub-atomic" action the occurs in the water fuel cell, it is
known that natural water is a liquid which has a dielectric constant of 78.54 at 20 degrees C. and 1
atm pressure. [Handbook of Chemistry and Physics, 68th ed., CRC Press(Boca Raton, Florida
(1987-88)), Section E-50. H20(water)].
When a volume of water is isolated and electrically conductive plates, that are chemically inert in
water and are separated by a distance, are immersed in water, a capacitor is formed, having a
capacitance determined by the surface area of the plates, the distance of their separation and the
dielectric constant of water.
When water molecules are exposed to voltage at a restricted current, water takes on an electrical
charge. By the laws of electrical attraction, molecules align according to positive and negative
polarity fields of the molecule and the alignment field . The plates of the capacitor constitute such as
alignment field when a voltage is applied.
When a charge is applied to a capacitor, the electrical charge of the capacitor equals the applied
voltage charge; in a water capacitor, the dielectric property of water resists the flow of amps in the
circuit, and the water molecule itself, because it has polarity fields formed by the relationship of
hydrogen and oxygen in the co-valent bond, and intrinsic dielectric property, becomes part of the
electrical circuit, analogues to a "mircocapacitor" within the capacitor defined by the plates.
In the Example of a fuel cell circuit of FIG. 1, a water capacitor is included. The step-up coil is
formed on a conventional torroidal core formed of a compressed ferromagnetic powered material
that will not itself become permanently magnetized, such as the trademarked "Ferramic 06#
"Permag" powder as described in Siemens Ferrites Catalog, CG-2000-002-121, (Cleveland, Ohio)
No. F626-1205". The core is 1.50 inch in diameter and 0.25 inch in thickness. A primary coil of 200
turns of 24 gauge coppe r wire is provided and coil of 600 turns of 36 gauge wire comprises the
secondary winding.
In the circuit of FIG 1, the diode is a 1N1198 diode which acts as a blocking diode and an electric
switch that allows voltage flow in one direction only. Thus, the capacitor is never subjected to a
pulse of reverse polarity.
The primary coil of the torroid is subject to a 50% duty cycle pulse. The torroidal pulsing coil
provides a voltage step-up from the pulse generator in excess of five times, although the relative
amount of step-up is determined by pre-selected criteria for a particular application. As the
stepped-up pulse enters first inductor (formed from 100 turns of 24 gauge wire 1 inch in diameter),
an electromagnetic field is formed around the inductor, voltage is switched off when the pulse ends,
115
and the field collapses and produces another pulse of the same polarity; i.e., another positive pulse
is formed where the 50% duty cycle was terminated. Thus, a double pulse frequency is produced;
however, in pulse train of unipolar pulses, there is a brief time when pulses are not present.
By being so subjected to electrical pulses in the circuit of FIG. 1, water confined in the volume that
includes the capacitor plates takes on an electrical charge that is increased by a step charging
phenomenon occurring in the water capacitor. Voltage continually increases (to about 1000 volts
and more) and the water molecules starts to elongate.
The pulse train is then switched off; the voltage across the water capacitor drops to the amount of
the charge that the water molecules have taken on i.e. voltage is maintained across the charged
capacitor. The pulse train is the reapplied.
Because a voltage potential applied to a capacitor can perform work, the higher the voltage the
higher the voltage potential, the more work us performed by a given capacitor. In an optimum
capacitor that is wholly non-conductive, zero (0) current flow will occur across the capacitor.
Thus, in view of an idealized capacitor circuit, the object of the water capacitor circuit is to prevent
electron flow through the circuit, i.e. such as occurs by electron flow or leakage through a resistive
element that produces heat.
Electrical leakage in the water will occur, however, because of some residual conductivity and
impurities or ions that may be otherwise present in the water. Thus, the water capacitor is
preferably chemically inert. An electrolyte is not added to the water.
In the isolated water bath, the water molecule takes on charge, and the charge increases. The object
of the process is to switch off the co-valent bonding of the water molecule and interrupt the sub-
atomic force, i.e. the electrical force or electromagnetic force, that binds the hydrogen and oxygen
atoms to form a molecule so that the hydrogen and oxygen separate.
Because an electron will only occupy a certain electron shell (shells are well known) the voltage
applied to the capacitor affects the electrical forces inherent in the co-valent bond. As a result of the
charge applied by the plates, the applied force becomes greater than the force of the co-valent
bonds between the atom of the water molecule; and the water molecule becomes elongated. When
this happens, the time share ratio of the electron shells is modified.
In the process, electrons are extracted from the water bath; electrons are not consumed nor are
electrons introduced into the water bath by the circuit as electrons are conventionally introduced in
as electrolysis process. There may nevertheless occur a leakage current through the water.
Those hydrogen atoms missing electrons become neutralized; atoms are liberated from the water.
The charged atoms and electrons are attracted to the opposite polarity voltage zones created
between the capacitor plates. The electrons formerly shared by atoms in the water co-valent bond
are reallocated such that neutral elemental gases are liberated.
In the process, the electrical resonance may be reached at all levels of voltage potential. The overall
circuit is characterized as a "resonant charging choke" circuit which is an inductor in series with a
capacitor that produces a resonant circuit. [SAMS Modern Dictionary of Electronics, Rudolf Garff,
copy right 1984, Howard W. Sams & Co. (Indianapolis, Ind.), page 859.]
116
Such a resonant charging choke is on each side of the capacitor. In the circuit, the diode acts as a
switch that allows the magnetic field produced in the inductor to collapse, thereby doubling the
pulse frequency and preventing the capacitor from discharging. In this manner a continuous
voltage is produced across the capacitor plates in the water bath; and the capacitor does not
discharge. The water molecules are thus subjected to a continuously charged field until the
breakdown of the co-valent bond occurs.
As noted initially, the capacitance depends on the dielectric properties of the water and the size and
separation of the conductive elements forming the water capacitor.
EXAMPLE 1
In an example of the circuit of FIG. 1 (in which other circuit element specifications are provided
above), two concentric cylinders 4 inches long formed the water capacitor of the fuel cell in the
volume of water. The outside cylinder was .75 inch in outside diameter; the inner cylinder was 0.5
inch in outside diameter.
Spacing from the outside of the inner cylinder to the inner surface of the outside cylinder was
0.0625 inch. Resonance in the circuit was achieved at a 26 volt applied pulse to the primary coil of
the torroid at 0KHz, and the water molecules disassociated into elemental hydrogen and oxygen
and the gas released from the fuel cell comprised a mixture of hydrogen, oxygen from the water
molecule, and gases formerly dissolved in the water such as the atmospheric gases or oxygen,
nitrogen, and argon.
In achieving resonance in any circuit, as the pulse frequency is adjusted, the flow of amps is
minimized and the voltage is maximized to a peak. Calculation of the resonance frequency of an
overall circuit is determined by known means; different cavities have a different frequency of
resonance dependant on parameters of the water dielectric, plate size, configuration and distance,
circuit inductors, and the like. Control of the production of fuel gas is determined by variation of
the period of time between a train of pulses, pulse amplitude and capacitor plate size and
configuration, with corresponding value adjustments to other circuit components.
The wiper arm on the second conductor tunes the circuit and accommodates to contaminants in
water so that the charge is always applied to the capacitor. The voltage applied determines the rate
of breakdown of the molecule into its atomic components. As water in the cell is consumed, it is
replaced by any appropriate means or control system.
Variations of the process and apparatus may be evident to those skilled in the art.
What is claimed is:
1. A method of obtaining the release of a gas mixture including hydrogen and oxygen and other
dissolved gases formerly entrapped in water, from water, consisting of:
(A) providing a capacitor in which water is included as a dielectric between capacitor plates, in a
resonant charging choke circuit that includes an inductance in series with the capacitor;
117
(B) subjecting the capacitor to a pulsating, uinpolar electric charging voltage in which the polarity
does not pass beyond an arbitrary ground, whereby the water molecules within the capacitor
plates;
(C) further subjecting the water in said capacitor to a pulsating electric field resulting from the
subjection of the capacitor to the charging voltage such that the pulsating electric field induces a
resonance within the water molecules;
(D) continuing the application of the pulsating charging voltage to the capacitor after the resonance
occurs so that the energy level within the molecules is increased in cascading incremental steps in
proportion to the number of pulses;
(E) maintaining the charge of said capacitor during the application of the pulsating charge voltage,
whereby the co-valent electrical bonding of the hydrogen and oxygen atoms within said molecules is
destabilized, such that the force of the electrical field applied to the molecules exceeds the bonding
force within the molecules, and the hydrogen and oxygen atoms are liberated from the molecules as
elemental gases.
2. The method of claim 1 including the further steps of collecting said liberated gases and any other
gases that were formerly dissolved within the water and discharging said collected gases as a fuel
gas mixture.
Notes:
1N1198 Diode is also a NTE 5995 or a ECG 5994. It is a 40A 600 PIV Diode (the 40A is over kill and
may not be needed).
Stainless Steel "T304" is a type of weldable Stainless, but other types should work the same.
"T304" is just the more common type of Stainless tubing available.
The outer tube figures out to be 3/4" 16 gauge (.060 "wall") tube (a common size) cut to 4 inch
length.
The inner tube figure out to be 1/2" 18 gauge (.049 "wall", this is a common size for this tube, but
the actual gauge cannot be figured from this patent documentation, but this size should work) cut to
4 inch length.
You should also attach the two leads to the Stainless, using Stainless solid rod (1/6 dia would do)
and USE LEAD FREE SOLDER ! (you may want the purified water that is returned to drink some
day).
You also need to figure out a way to keep the two tubes separated from each other. This could be
done with small pieces of plastic. They cannot block the flow of water into/out of the tubes.
It was not indicated if the inner tube is full of water or not. The guess here is that it is full of water,
and this doesn't effect the device at all.
The Patent doesn't say but I would think that insulating the leads with some type of tubing up to the
tubes would be electrically correct (and probably wouldn't hurt).
118
The pulse frequency was not printed, it is estimated from the size of the coils and transformer that
the frequency doesn't exceed 50 Mhz. Don't depend on this being fact, it's just a educated guess.
The circuit to do this is not shown, just empty boxes. It's time to get out your SCOPE and try
things!
Death of Stanley Meyer
Stan Meyer died of food poisoning in 1998.
In the Dejanews posts I saw from alt.conspiracy, mention was made that Stan had died of some
kind of mysterious food poisoning.
It is sad to see the death of anyone before their time and Stanley Meyer made quite a splash during
his years of work with water as a fuel. We here at KeelyNet extend our condolences to his family
and friends.
No doubt, the conspiracy buffs will jump on this and blow it way out of proportion to the reality. I
can only hope they rely on history rather than fanciful speculations stated as fact. I last spoke with
Stan at the 1997 INE conference in Denver. At that time, he and I rode down together in the
elevator and walked to the main conference room. At that time, he seemed in good health and full of
energy.
I asked if he had driven or brought his hydrogen powered automobile, he said no, that it would
have required too much logistics to arrange.
I said that it would be great to actually have the vehicle there for examination and demonstration
by all at the conference. He said, yes, but it was still under development.
I asked whatever happened to the spark plug he had described back in 1994, which was supposed to
let anyone install these plugs in their car so that it would also run on water. The idea being that
water vapor was injected into the cylinders, exploded by a Keely type resonant frequency (42.8khz)
and the products of that explosion burned by a high voltage spark.
He said that was still under development. Only this year, 1998, was I informed that this idea had
been 'lifted' from Dale Pond at a 1989 conference in Switzerland and no credit given to Dale.
This has been posted before, but consider it a reality check as to what had been accomplished as
opposed to what had been claimed, in an attempt to short circuit the inevitable conspiracy diatribes
that will arise.
119
Related Claims of Successful Replication
MOLECULAR DISSOCIATION OF WATER

A PROJECT FOR THE EXPERIMENTER BY DAN DANFORTH
In the original setup that Stan Meyer showed us, he used 36 volts as the basic potential applied to
the reaction chamber. He also commented that stainless steel ( 410 not 403 ) was the only metal that
could be used as oxides formed with all others.
His original chamber used 18 inch long by 0.375 inch diameter (o.d.) rod surrounded by 1 inch
diameter (i.d.) 16 inch long pipe. The reason for the difference in length is for mechanical ease of
construction.
My prototype used 14 inch long rod and 12 inch long pipe of similar diameters as the drawing
indicates. Having a severe lack of parts diversity here in Sri-Lanka, I was only able to obtain a 24
volt 8 amp transformer and built my circuitry around that.
The final output is 20 volts with Ml reading 10 amps to the pulsing circuit which generates a
symetricel squarewave ( 50% duty cycle ) to the flyback inductor connected in series with the
chamber as the schematic shows.
The flyback high voltage spike is directed across the chamber via c* end d*. The use of a high
voltage spike alone, without the current being delivered through the liquid, will not cause the
disassociation to take place. This I verified using an ignition coil in place of the inductor and
applied the secondary with halfwave rectification and blocking capacitor to prevent burn out to the
chamber with no results.
Apparently the current in the water aligns the molecules appropriately to allow the high voltage
spike to do its work which in my opinion is the stimulation of molecular resonance. Once Stan's unit
was made to begin breakdown (which takes 6 to 8 seconds) he was able to reduce both current and
voltage to miniscule proportions.
I attribute this to sympathetic oscillation of the aligned molecules, requiring very little in the way of
additional excitation. A phenomena akin to Tesla`s super resonance... resulting in Stan discovering
that he only had to supply three pulses in ten to satisfy the requirement of the chamber. I have not
yet had the opportunity to duplicate this portion of the experiment but, in time I will.
Duplication of the device described in these pages, however, will produce the phenomena and
hopefully launch other enterprising end inventive souls on to designing their own refined models. It
would be nice to have feedback so that we can all collectively work to bring about the transition to
non-pollution energy.
P.S.- Though electrical circuit is by no means optimised, but represents instead the result of parts
availability here. Any good technician could improve on it quite readily. There are two primary
frequencies that produce the best results. They are 14372 Hz and 43430 Hz.
The former is about 50% more efficient, but it seems that just about any frequency between 9 KHz
and 143762 KHz works quite well. This is because the nature of the wave form (a spike) is rich in
harmonics and one of them is bound to be close to one of the two primary frequencies.
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Use of permanent magnets may also increase efficiency. I'll give you the outcome of that attempt in
my next letter along with the plans for what I hope to be a much improved version.
Note: Sub-harmonics of the two primary frequencies at which dissociation will occur:
43430 Hz 143762 HZ
SUBHARMONIC SUBHARMONIC
1st 21715 HZ 1st 71881 HZ
2nd 14476.67 HZ 2nd 47920.67 HZ
3rd 15517.5 HZ 3rd 35840.1 HZ
4th 8686 Hz 4th 28752.4 HZ
* 1500 VOLTS IS THE MINIMUM REQUIRED FOR MOLECULAR RINGING TO BEGIN.
From a Newsgroup
The dissociation of the water molecule to produce hydrogen after the manner used by Stan Meyer is
achieved by the following:
1. Pulsing circuit or power supply capable of producing 600+ Volts @ 20Khz + @ 100uA+. My
system was a simple, off the shelf inverter with an input of 12VDC and an output of 1200VAC @
20Khz @ 1mA.
I then took this circuit and modified the circuit to run at 42.5-43.0Khz. This was an off-the-shelf
inverter sold by Fry's electronics. It is a neon power supply with a very small bobbin core
transformer. Anyone can buy this circuit or one just like it and modify it to run within the specs I
gave you. The hard part is obtaining resonance which takes years of electronics expertise to do.
2. A small electrolysis cell with the ability to vary distance between conductors.
3. 2 - Chokes, one adjustable, one fixed.
4. One high voltage diode to go in-line with the cathode of the power supply output.
5. Inductance Meter, Capacitance meter, frequency counter/Oscilloscope, and high voltage probe.
The key to the Meyer process is resonance, and without resonance the system produces no gas. At
12watts you see why no gas is produced without resonance. This is a standard LC resonant circuit
in which you MUST (!) match Capacitive reactance with Inductive reactance.
This then creates an LC resonant circuit in which the two legs of the power supply match in
frequency exactly. A Ham calc make the calculation of resonance easy once you know the
capacitance of the cell and the frequency you are driving it at.
Once you have your inductance calculated you then buy the proper chokes hat fall within the
inductance range needed. The adjustable one needs (obviously) to be tunable within a small range,
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so that when the cell temperature changes and causes the capacitance of the cell to change, then the
inductance can also be changed to keep the cell in resonance.
If your cell has the ability to vary distance between conductors, then you simply change the distance
and thus change the capacitance of the cell rather than changing the inductance. You must vary one
of the other though. I have found since then that the capacitance of the cell can be changed and
works just as well as the inductors being adjusted. You don't use ANY electrolyte, you don't want
ANY amperage at all, only voltage @ resonance.
REPEAT, YOU DON'T NEED ANY CURRENT FLOW, ONLY VOLTAGE!
What I found frustrating is that the cell temperature would change and the system would stop
making gas. In order to keep the system making gas you constantly have to keep the cell in
resonance, and thus you really need the system to be controlled by a processor, that constantly
checks frequency on both legs and then adjusts inductance to keep the cell in resonance. This is why
Stanley move to the other patents where the spark plus type of electrolysis chamber was used
instead of a large cell.
With the cell running at 1200Volts @ 1mA @ 42.8Khz I found I could make 200LP/H of gas. Do the
math and you will find that this is impossible given our current understanding of electrolysis. If you
scale this equation up you will find that you can make over 20,000LP/H of gas for 1200Watts. This
is easily enough to run most any Internal combustion engine.
The only problem has been keeping the cell in tune. An alternator will easily produce 3000 watts of
power, so this is easily enough to power the car on this system alone. This is how the Volkswagon
Buggy was running around on water only. The car has to wait a minute or two before he stored
enough gas to run the car, then once it was started and running it would make enough gas to run
the car at up to 60MPH. I never saw this car run personally, but I have two people that went to two
showings and both said it worked and they verified there was no gasoline on board.
Stanley's brother now takes care of all water fuel cell business and claims he will start it up again
and make sure it makes it to market this time.
But I have not heard from them in years now. Stefan easily has the electronics experience to
duplicate this process and also solve the issue of keeping the cell in resonance. I probably do as well
at this point but I am not going to do it alone. It takes a lot of electronics expertise and hard work to
solve this problem of cell tuning.
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Water Arc Explosions
(anywhere you see mH here it means micro-Henry, and anywhere you see mF, it means microFarad
- the mailer won't send the Greek micron symbol)
Electrically Induced Explosions in Water

Gary Johnson Kansas State University
ABSTRACT
A 2 mF capacitor was charged to voltages in the 1-10 kV range and discharged into water column
through a 38 mH inductor. At voltages up to about 6 kV, the water acted as a relatively high
resistance and the circuit decayed as an overdamped RLC circuit. Resistance decreased with time.
When the resistance dropped below about 10 W, the water would explode if the capacitor still had
sufficient energy. The loudness was distinctly greater than an equivalent amount of gunpowder.
During the explosion, resistance would drop still more, so the circuit would become underdamped
and oscillatory. Remaining water droplets are cool to the touch, so there is no evidence that the
water has boiled into steam, although that has to remain a possibility. A low impedance arc in air
sometimes forms after the explosion so the explosion is not necessarily caused by an air arc.
INTRODUCTION
For many years, a number of researchers have sought a completely new energy source, one freely
and widely available. Tesla, Moray, and Bearden are among the better known of these searchers
[1].
It is likely that some energy will have to be expended in order to tap into this source, perhaps in a
manner similar to a heat pump. A heat pump is able to move several units of heat energy from the
outdoors to air conditioned space for the cost of a single unit of electrical energy. The heat energy is
readily and freely available, but requires an electrical input to move it to a desired location.
The ratio of heat energy output to the electrical energy input is called the Coefficient Of
Performance (COP) and is well over unity. So "over unity" machines are already widely used. But
is there another source of energy in the ambient besides sensible heat? If there is, we would expect
some experiments to yield more output energy than the known energy input. There would probably
be nonlinear and threshold effects, which would help explain why the new source has not been
previously identified. High voltages, high currents, and/or resonant phenomena may be necessary.
Experiments which may be operating in, "over-unity" mode need to be carefully reported and then
replicated by other researchers.
One such phenomenon which deserves a careful examination is electrically induced explosions in
water. It has not been proven that the energy released by the explosion is greater than the electrical
energy supplied (and doing it will be difficult), but there are certainly unexpected effects associated
with the high voltage and high current operation. There is also an arc, which may be important in
developing the new energy source [2].
A careful investigation of the phenomenon may yield new insight into basic electromagnetic theory,
such as the longitudinal Ampere's force proposed by Graneau. It may illuminate a method of
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tapping into a new energy source assuming the energy developed in the explosion is great than the
energy originally stored in the capacitor. And even if it can be fully explained by classical physics, it
may still offer a technique for protecting the contacts high voltage switches. With a water channel
in series, the switch will close into a moderately high impedance, with minimal arcing. After a small
time delay (allowing the switch to be fully closed), a plasma arc is established in the water,
providing a low impedance path to the load.
GRANEAU'S EXPERIMENTS
Peter Graneau, a physics professor at Northeastern University, and his associates, have performed
several experiments with water-plasma explosions [3,4].
The capacitor C is charged, and then discharged through an inductor L and a water column with
effective resistance R'o. [3] describes a 0.5 mF and a 2mF capacitor charged at voltag' up to 10 kV,
while [4] describes a 8 F capacitor charge at voltages up to 30 kV. The inductance was 876 mH in
[3] and 11.1 mH in [4].
The discharge from a small voltage was silent, with unnoticeable movement of the water. They call
this type a electrolytic discharge. As either the voltage or the capacitance increased, an arc
discharge would form, with audible noise. Arc formation seemed to depend on the total charge
passing through the water. A float above the arc would be forced upward, but the impulse seemed
to terminate with the arc. No follow through push from expanding steam nor any vapor escape
from the water could be discerned.
In two cases with the same stored energy, a 0.5 mF capacitor charges to 6 kV and a 2 mF capacitor
charges to 3 kV, the second case resulted in an arc explosion while the first did not. In both cases,
the heat dissipated in the water was less than one calorie, in a container of about 120 grams of
water. Their conclusion, based on measurement, calculation, and visual observation, was that the
explosion was not based on thermal effects. They conclude, rather, that the explosion was due to
longitudinal Ampere forces.
This concept of a tension force in a single conductor due to the current flow in the conductor is not
taught in introductory electromagnetic theory courses, but Graneau makes a good case for such
longitudinal forces in [5].
They discovered that tap water produced explosions about twice as strong as those in saturated
saltwater. The explosions in distilled water were even stronger, except that it was difficult to initiate
the arc in distilled water.
The calculated pressure in the chamber in the last test in [4] was 27,000 atm. Their comment was
"This explains why the cartridge was split." They defined a figure of merit as the strength of the
explosion per unit action integral of the current pulse, and found that the figure of merit for their
system was three times as high as the very best railgun performance. Railguns have better
acceleration characteristics than chemical explosives, so water arcs have more "bang per buck"
than any other explosive, save perhaps nuclear.
Water arcs are therefore interesting to study. At a minimum, they would indicate that Ampere's
force law needs to have a longitudinal component. It is conceivable, however, that careful
experimental studies will show that the total energy emitted from the explosion is greater than the
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input electrical energy. This would certainly support the concept that the vacuum has a high energy
density and that we might be able to extract some of this energy with the right equipment."
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#13 - Cella Hydrogen Reactor

A WATER FUELED CAR
by Carl Cella
I am the madman behind the US heavy-metal band, "Rampage", but long before my
musical success I was mechanically inclined, and the possibility of running a car on fuel
extracted from water intrigued me no end.
After reading all the information I could find on the subject of hydrogen generators, I built
my first actual unit in 1983, mounting it in the trunk of a 1979 Cadillac Coupe de Ville.
I constructed my system from the best of all the other systems I read about, and then
went even further, using the strongest materials and cleanest layout possible within
reason. All the titanium nuts and bolts were scored from an aircraft salvage supply:
they're cheaper, used, and since they'll never wear out that's one way to save some big
bucks. Certain head and exhaust system modifications have to be made to expect
trouble-free extended use.
For one, the combustion of hydrogen results in the rebonding of the previously-
separated hydrogen and oxygen molecules, making the engine's exhaust water vapour
steam, and nothing else - meaning absolutely no pollution at all!
Most auto makers use cast-iron exhaust manifolds and steel valves. The combined
effects of heat and moisture (moisture not being present in the combustion of petroleum-
based fuels) cause extremely rapid corrosion of the system. Part of the fix is to install
stainless-steel valves and an exhaust system constructed entirely out of stainless steel.
Racing shops sell stainless-steel valves and stainless-steel 'turbo' mufflers that all work
fine. Since hydrogen does not contain lead as some gasoline does, if you're not using a
late-model, no-lead engine, the heads will have to be reworked to include valve seats not
needing the lubrication lead provides.
As for building this device to sell as a completed system, that's a dead issue. In 1983, I
contacted the Department of Energy to show them that my car actually worked. I was
confronted by two very belligerent 'agents of tyrannical oppression' who told me that if I
tried to sell pre-built units, I'd have a lot of "problems". I asked why, demanding an
explanation, and was told very bluntly, and not in a very nice tone: "Do you have any idea
what a device like this, available to the public, would do to the economy?"
This technology is so simple that anyone with over half a brain - and knowledgeable in
auto mechanics - can build one of these units. I've included comprehensive, no-bullshit,
drafted design layouts, parts lists, maintenance tips, and a whole lot of engine
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modification concepts to make construction, part fabrication and implementation as easy
as reasonably possible.
The unit I built works as great as I claim it to, but I offer only the printed information on
how to build your own, and I take no personal responsibility for damage of any kind
caused to your vehicle or to yourself.
I have only applied my unit to a carbureted engine; I've never attempted an application to
a fuel-injected engine, nor do I make any such claim that an application of that type
would be easily performed, if possible at all.
Every cubic foot of water contains about 1,376 cubic feet of hydrogen gas and 680 cubic
feet of oxygen. Because there is no pollution produced, all smog devices may be
completely removed, legally, and your car exempted from smog checks, as are propane-
powered vehicles.
The only maintenance I have encountered is, periodically, to wire-brush mineral deposits
off the reaction chamber electrodes and, at longer intervals, to clean out the chamber
itself - neither of which is complicated or very time consuming. I've incorporated so many
backup electrodes so this job won't be required roadside - as it was for me when I first
used only one, not knowing about any deposits entirely covering the electrodes and thus
halting the electrical reaction process.
When the car dies out, you just flip another switch until you're somewhere able to brush
the reactor's electrodes clean in reasonable comfort - and not northbound on Highway 5,
halfway between Los Angeles and San Francisco, where my first breakdown was.
Where the steel gasoline tank used to be, a plastic water tank is fitted, along with an
electric float sensor that should be attached to the vehicle's existing fuel gauge. If you
were to start your engine with no modifications other than the carburetor to accept
hydrogen fuel, it will run fine but the exhaust system will corrode in almost no time, and
if you leave the engine turned off for an extended period, your stock valves and guides
will rust up and seize!
Stainless-steel valves don't cost much and are as trouble-free as the stainless-steel
exhaust system, so don't be a fool and try to go cheap because you'll only cause yourself
added expense and headaches, and you'll be cursing me for your own stupidity.
For the cast-iron combustion chambers and valve ports, there is a high-temperature
ceramic coating called "heanium" that can be pre-formed to guard against the same
corrosion that affects the valves, guides, exhaust system and also the intake manifold, as
moisture down there will also cause corrosion.
Petroleum-based fuels have their own detergent action that protects against corrosion,
much like soaking parts in oil prevents corrosion. When using hydrogen as an internal
combustion engine fuel, extra precautions must be taken to make extended operation a
reality, and not some drive-a-few-thousand-miles-between-fried-engines bullshit.
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Don't use sea water! It contains approximately three-fourths of a pound of salt in every
gallon. Salt is a material that will coat the electrodes very quickly, just making one big
mess.
The reason for electrode deposit buildup is that tap water is never 100 per cent pure: it
contains mineral contaminants that are drawn to the reaction-chamber electrode during
the electrically-activated molecular separation process, that results in the hydrogen
contained in water being released from the oxygen molecules they are bonded to, making
a fuel that can power an internal combustion engine.
I offer no design for an exhaust steam condenser, but I do make the suggestion that one
applicable to an automobile can be built to increase the cost-free mileage even further
between fill-ups. A concept would include some form of exhaust-fed radiator that could
incorporate air ducts, leading from scoops to direct highway speed airflow across it.
I offer the idea, but not the design, because many aspects must be considered, such as:
the least amount of back pressure, unit pressure, unit placement with regard to
configuration by the limit or abundance of that space - though this one would be
constructed for a stationary, engine-powered electrical generator, where space limitation
is of no concern.
Remember, the cylinder walls are cast iron and prone to rust, but they can be kept clean
by piston action (as long as it's not left sitting for long periods between use).
An automobile engine could feasibly be constructed with non-corrosive stainless-steel

heads and cylinders straight from the factory - a solid reason to justify spending twenty-
five grand or more for a car, because the fuel to run it would be free.
There has been much criticism over hydrogen as an auto fuel, most of it coming straight
from those who have the most to lose if hydrogen ever achieves widespread use as an
automotive fuel.
There are some factory-built high-performance cars on the market that already come with
stainless-steel valves, but they are few and far between, and you still have to change the
exhaust systems.
For the carburetor to accept vapor-state fuel, it must be converted using the same parts
that are used in propane/butane engine fuel systems, such as carburetor kits by
"IMPCO", or similar, that do the same thing, i.e. enable your engine to be powered by a
vapour-state fuel.
Because no pollution is produced, the engine may be rebuilt 'legally' with higher
performance parts, like a camshaft that, in gasoline, would have increased exhaust
pollutant emissions, thus making it 'illegal' for highway use. Of course, it's only a 'crime'
if you get 'caught', but those pay-again-every-time-your-vehicle-fails smog checks are a
pain in the ass, not to mention the wallet.
A similar type of mechanism that opens and closes retractable headlights could be
implemented in a dashboard switch-activated system that could open a trunk lid-
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mounted scoop that captures rain, with a flexible hose line that directs it into the main
tank, either while the vehicle is in motion or parked. Just watch the fuel gauge, and close
the scoop when you see "Full"!
While it may be a long time before we are able to purchase an entirely corrosion-
resistant, exotic alloy engine, I am offering the complete design for a hydrogen generator
that will power a car - but any engine modifications I outline are only given as basic
concepts. It's up to you to implement what is applicable to your particular engine.
Use some initiative. Don't rely on whether I wrote it or not. If you discover a part or
process that I haven't mentioned, that will in any way protect your engine further from the
effects of corrosion, use it! I've written this to help people wake up from the big lie of
having to depend on oil companies just to drive a car.
Building as many units as I can for personal use only, and writing this booklet, are about
the only things I can 'legally' do to try to help the world wake up. A hydrogen generator
produces an energy potential in excess of 100 per cent efficiency!!! You read it right: free
energy!
A car's battery starts the engine, but once it's running, the alternator takes over to charge
the battery and power the ignition system. With an onboard hydrogen generator, that
alternator also powers the hydrogen extraction process, producing the energy needed to
fuel the engine that runs the alternator. No external power source is needed; so long as
there is water available, the entire system is self-sufficient in operation. An extra trunk-
mounted battery would provide more current - if ever needed - to run everything at once
without overloading the electrical system.
System Operation The dash-mounted switches for turning on the reactor are also wired
to activate the chamber feed water pump at the same time. When the car dies out, that
signals to you that an electrode has been totally crusted over with deposits from the
impure fuel water. This means the electrically-activated molecular separation process
(electrolysis) has halted. These switches should also have indicator lights to let you
know which one is on, and flip-up caps to guard against accidental activation.
When the need arises to go to back-up, turn off the switch for the 'dead' electrode, as well
as close its electrical shut-off-valve. The purpose of these gas valves is to keep
pressurised oxygen from escaping up through the 'off' electrode fittings into the
hydrogen lines, possibly resulting in your car becoming a "Highway Hindenburg"!
Hydrogen is separated from its molecular bond with oxygen by exposing water to direct-
current voltage. Hydrogen is attracted to a negative charge, while oxygen is attracted to a
positive charge. This process generates heat in the chamber, so trunk placement is best
with an aluminium or plywood wall built between the reactor and the rest of the available
trunk space. Small cars are light on gasoline, thus cheaper to operate, but when all of a
sudden the fuel becomes free, the size and weight of the car is of no concern, except for
Porsches and similar sportscars, street rods, etc.
Water is pumped through the reaction chamber, which itself is positively charged,
drawing the oxygen molecules out through the water return line to be vented off through
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the water tank's cap. The hydrogen-attracting electrode extending into the welded-in
pipes (and insulated under the t-fitting) is negatively charged.
There is a dash-mounted pressure-gauge that is connected before the regulator and

mixer. To begin hydrogen generation, flip one of the dash-mounted switches and wait for
the gauge to show fuel-line pressure; then start the engine when pressure is shown by
the gauge to exist. In mounting the unit, remember that the chamber itself is positive, and
most cars use a negative chassis ground, so insulated mounts must be fabricated
between the positive chamber and the negative trunk-floor.
As a final note, this unit is not a concept or a theory! It is tried and proven! I designed
this system at age 18 in 1983, and built more than one, using Rampage profits for
research and development.
I can't sell actual working units, but nothing but death itself can stop me from distributing
this information in the hope that people will take the initiative to wake up from the big lie
of oil-dependency for auto fuel, and flood the street with hydrogen-powered cars.
If enough people find out how simple it is, public pressure may someday soon be put on
the government, resulting in the long overdue media exposure they're all so afraid of.
Eyewitness News (Channel 7) in Los Angeles didn't want to let the word out that an
actual working vehicle had been built by an 18-year-old metalhead! We're supposed to be
stupid in the public's eye, from their point of view!
Hydrogen and oxygen gases do not pollute; they help clean out carbon deposits from the
engine for better mileage and less engine wear. You'll notice the improved engine
performance immediately.
NOTE: Attached are the two construction plans to fit this screen.
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#14 - The famous Pogue 100 miles per gallon Carburetor

Charles Nelson Pogue of Winnipeg, Canada produced a highly efficient vaporizer carburetor using
exhaust gas as a source of heat for tractor and vehicle usage in the late 1930's. CN Pogue was issued
US patents 1,750,354, 1,997,497 and 2,026,798.
The final design based on his last patent would cut the gasoline consumption of a tractor under
conditions of maximum load down to between one half and one third of what it was equipped with a
'stock' carburetor.
It obtained 130 miles per Imperial gallon on a subcompact car with an 80 cubic inch engine cruising
at 65 mph under ideal climatic conditions-early September-in Winnipeg and surrounding areas.
This claim was made by the head of an auto firm in Winnipeg, Canada who has physical possession
of part of a Pogue carburetor system.
"Oil industry Suppressed Plans for 200-mpg Car"

By Simon de Bruxelles - March 31, 2003
THE original blueprints for a device that could have revolutionized the motor car have been
discovered in the secret compartment of a tool box. A carburetor that would allow a car to travel
200 miles on a gallon of fuel caused oil stocks to crash when it was announced by its Canadian
inventor Charles Nelson Pogue in the 1930s.
But the carburetor was never produced and, mysteriously, Pogue went overnight from
impoverished inventor to the manager of a successful factory making oil filters for the motor
industry. Ever since, suspicion has lingered that oil companies and car manufacturers colluded to
bury Pogues invention.
Now a retired Cornish mechanic has enlisted the help of the University of Plymouth to rebuild
Pogues revolutionary carburetor, known as the Winnipeg, from blueprints he found hidden
beneath a sheet of plywood in the box.
The controversial plans once caused panic among oil companies and rocked the Toronto Stock
Exchange when tests carried out on the carburetor in the 1930s proved that it worked.
Patrick Davies, 72, from St Austell, had owned the tool box for 40 years but only recently decided to
clean it out. As well as drawings of the carburetor, the envelope contained two pages of plans, three
test reports and six pages of notes written by Pogue.
They included a report of a test that Pogue had done on his lawnmower, which showed that he had
managed to make the engine run for seven days on a quart (just under a litre) of petrol.
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The documents also described how the machine worked by turning petrol into a vapour before it
entered the cylinder chamber, reducing the amount of fuel needed for combustion.
Mr. Davies has had the patent number on the plans authenticated, proving that they are genuine
documents.
He said: "I couldnt believe what I saw. I used to be a motor mechanic and I knew this was
something else altogether. I was given the tool box by a friend after I helped to paint her house in
1964. Her husband had spent a lot of time in Canada."
The announcement of Pogues invention caused enormous excitement in the American motor
industry in 1933, when he drove 200 miles on one gallon of fuel in a Ford V8. However, the
Winnipeg was never manufactured commercially and after 1936 it disappeared altogether amid
allegations of a political cover-up.
Dr. Murray Bell, of the University of Plymouths department of mechanical and marine
engineering, said he would consider trying to build a model of the Pogue carburetor.
Engineers who have tried in the past to build a carburetor using Pogues theories have found the
results less than satisfactory. Charles Friend, of Canadas National Research Council, told
'Marketplace', a consumer affairs programme: "You can get fantastic mileage if youre prepared to
de-rate the vehicle to a point where, for example, it might take you ten minutes to accelerate from 0
to 30 miles an hour."
Jan. 3, 1935 - CARBURETION, POGUE, Pat. #353538 (Canadian) Charles N. Pogue is issued a
Canadian Patent for a High Mileage Carburetor.
Apr. 9, 1935 - CARBURETION, POGUE, Pat. #US01997497 Charles N. Pogue is issued a Patent for
a High Mileage Carburetor.
Jan. 7, 1936 - CARBURETION, POGUE, Pat.#US02026798 Charles N. Pogue is issued a Patent for
his newer High Mileage Carburetor. Pogue used the carburetor for about ten years on his car and
produced about 200 carburetors thru the Economy Carburetor Co..
Early 1936 - CARBURETION, POGUE BREEN MOTOR CO., Winnipeg, Manitoba, Canada:
Tests the POGUE Carburetor on a Ford V-8 Coupe and got 26.2 miles on one pint of gasoline. The
performance of the car was 100% in every way. Under 10 mph the operation much smoother than a
standard carburetor. T.G. Green, President of the BREEN MOTOR CO., did the tests.
Apr. 30,1936 - CARBURETION, FORD MOTOR CO. FORD MOTOR CO., Winnipeg, Manitoba,
Canada: Tests the POGUE Carburetor and is at "a loss to understand" how the carburetor got
"25.7 miles on one pint of gasoline"! (That's approximately 205 mpg). Mr. W.J. Holmes and Mr.
Purdy conducted the test for FORD MOTOR CO.
Aug. 10,1936 - CARBURETION, POGUE S. Stockhammer tested the POGUE Carburetor on a

1934 Ford V-8 Coupe and got 28 miles per pint of gas. "I can say the performance was all anyone
could desire in every shape of form."
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Dec. 12, 1936 - CARBURETION, POGUE Canadian Automotive Magazine states that the standard
carburetor gets about 25 mpg at only 9% efficiency. Therefore the POGUE carburetor is 72%
efficient overall at 200 mpg.
US Patent 2,026,798
Carburetor - Charles N. Pogue - January 9, 1936
This invention relates to carburetors suitable for use with internal combustion engines and in an
improvement on the carburetors shown in my Patents # 1,938,497 and # 1,997, 497. In my aforesaid
patents an intimate contact between a liquid such as the fuel used for internal combustion engines,
and a gas such as air, is obtained by causing the gas to bubble up through a body of the liquid.
The vaporized liquid passes into a vapor chamber which preferably is heated, and any liquid
droplets are returned to the body of liquid, with the result that the fuel introduced into the
combustion chamber is free of liquid particles, and in the molecular state so that an intimate
mixture with the air is obtained to give an explosive mixture from which nearer the maximum
energy is contained in the liquid fuel is obtained.
Moreover, as there are no liquid particles introduced into the combustion chambers there will be no
burning of the fuel and consequently the temperature of the engine will not be increased above that
at which it operates most efficiently.
In my patent # 1,997,497, the air which is to bubble up through the body of liquid fuel is forced into
and through the fuel under pressure and the fuel vapors and air pass into a chamber where they
are heated and caused to expand.
The introduction of the air under pressure and the expansions of the vaporous mixture insures a
sufficient pressure being maintained in the vapor heating and expanding chamber to cause at least
a portion of it to be expelled therefrom into the intake manifold as soon as the valve controlling the
passage thereto is opened.
In accordance with the present invention, improved means are provided for maintaining the
vaporous mixture in the vapor heating chamber under a predetermined pressure, and for
regulating such pressure so that it will be at the optimum for the particular conditions under which
the engine is to operate.
Such means preferably comprises a reciprocating pump operated by a vacuum-operated motor for
forcing the vapors into and through said chamber. The pump is provided with a suitable pressure-
regulating valve so that when the pressure in the vapor-heating chamber exceeds the predetermined
amount a portion of the vaporous mixture will be bypassed from the outlet side to the inlet side of
the pump and recirculated.
The invention will be described further in connection with the accompanying drawings, but such
further disclosure and description is to be taken merely as an exemplification of the invention, and
the same is not limited thereby except as pointed out in the subjoined claims.
135
In the drawings:
Figure 1 is a side elevation of a carburetor embodying the invention.
Figure 2 is a plan view thereof.
136
Figure 3 is an enlarged vertical sectional view.
Figure 4 is a transverse sectional view on the line 4-4 of Figure 3.
137
Figure 5 is a detail sectional view on line 5-5 of Figure 3.
Figure 6 is a transverse sectional view through the pump and actuating motor therefore, taken on
line 6-6 of Figure 2.
Figure 7 is a longitudinal sectional view through a part of the pump cylinder, showing the piston in
elevation.
Figure 8 is a longitudinal sectional view through a part of the pump cylinder, sowing the piston in
elevation.
138
In the accompanying drawings, a vaporizing and atomizing chamber 1 is located at the bottom of
the carburetor and has an outlet at its top for the passage of fuel vapors and air into a primary
vapor heating chamber 2.
The vaporizing chamber 1 is provided with a perforated false bottom 3 and is normally filled with
liquid fuel to the level indicated in Figure 1. Atmospheric air from a conduit 4 is introduced into the
space below the false bottom 3 and passes upwardly through the body of liquid fuel below the false
bottom 3, and then through the perforations 5 in said false bottom, which breaks it up into a
myriad of fine bubbles, which pass upwardly through the liquid fuel above the false bottom.
Liquid fuel for maintaining the level indicated in the chamber 1 passes from the usual fuel tank (not
shown) through pipe 6, and is forced by a pump 7 through a pipe 6 into and through a pair of
nozzles 9 having their outlets located in the chamber 1, just above the level of the liquid fuel therein.
The pump 7 may be of any approved form but is preferably of the diaphragm type, as such fuel
pumps are now standard equipment.
The nozzles 9 are externally threaded at their lower ends to facilitate their assembly in the chamber
1 and to permit them to be removed readily, should cleaning be necessary.
The upper ends of the nozzles 9 are surrounded by Venturi tubes 10 having baffles 11 located at
their upper ends opposite the outlets of the nozzles, as is shown and described in detail in my
aforesaid Patent # 1,997,497.
The liquid fuel being forced from the ends of the nozzles 9 into the restricted portions of the tubes
10 causes a rapid circulation of the air and vapors in the chamber through the tubes 10 and brings
the air and vapors into intimate contact with the liquid fuel, with the result that a portion thereof is
vaporized.
Unvaporised portions of the liquid fuel strike the baffles 11 and are thereby further broken up and
deflected downwardly into the upwardly flowing current of air and vapors.
The pump 7 is regulated to supply a greater amount of liquid fuel to the nozzles 9 than will be
vaporized. The excess over that vaporized will drop into the chamber 1 and cause the liquid to be
maintained at the indicated level. when the liquid fuel rises above that flat level, a float valve 12 will
be lifted and the excess will flow through an overflow pipe 13 into a pipe 14 leading back to the pipe
6 on the intake side of the pump 7.
139
Such an arrangement permits a large amount of liquid fuel to be circulated by the pump 7 without
more fuel being withdrawn from the fuel tank than is actually vaporized and consumed in the
engine. As the float valve 12 will set upon the end of the outlet pipe 19 as soon as the liquid level
drops below the indicated level, there is no danger of vapors passing into the pipe 14 and hence into
the pump 7 to interfere with its normal operation.
The amount of liquid fuel vaporized by the nozzles 9 and by the passage of air through the liquid
body thereof is sufficient to provide a suitably enriched vaporous mixture for introducing into the
passage leading to the intake manifold of the engine through which the main volume of atmospheric
air passes.
Vapors formed by the atmospheric air bubbling through the liquid fuel in the bottom of the
chamber 1 and those formed as the result of the atomization at the nozzles 9 pass from the top of
that chamber into the primary heating chamber 2.
As is clearly shown in Figure 1, the chamber 2 comprises a relatively long spiral passage 15 through
which the vaporous mixture gradually passes inwardly to a central outlet 16 to which is connected a
conduit 17 leading to a reciprocating pump 18 which forces the vaporous mixture under pressure
into a conduit 19 leading to a central inlet 20 of a secondary heating chamber 21 which like the
primary heating chamber comprises a relatively long spiral.
The vaporous mixture gradually passes outwardly through the spiral chamber 21 and enters a
downdraft air tube 22, leading to the intake manifold of the engine, through an outlet 23 controlled
by a rotary plug valve 24.
To prevent the engine from backfiring into the vapor chamber 2, the ends of the passages 19 are
covered with a fine mesh screen 25, which, operating on the principle of a miner's lamp, will
prevent the vapors in the chamber 2 from exploding in case of a backfire, but will not interfere
substantially with the passage of the vapors from the chamber 21 into the air tube 22 when the
valve 24 is in open position.
The air tube 22 preferably is in the form of a venturi with the greatest restriction being at that point
where the outlet 23 is located, so that when the valve 34 is opened there will be a pulling force on
the vaporous mixture due to the increased velocity of the air at the restricted portion of the air tube
opposite the outlet 23, as well as an expelling force on them due to the pressure maintained in the
chamber 21 by the pump 18.
Both the primary and secondary spiral heating chambers 15 and 21 and the central portion of the
air tube 22 are enclosed by a casing 26 having an inlet 27 and an outlet 28 for a suitable heating
medium such as the gaseous products of combustion from the exhaust manifold.
The pump 18 for forcing the vaporous mixture from the primary heating chamber 2 into and
through the secondary chamber 21 includes a working chamber 29 for a hollow piston 30 provided
with an inlet 31 controlled by a valve 32, and an outlet 33 controlled by a valve 34. The end of the
working chamber 29 to which is connected the conduit 17, which conducts the vaporous mixture
from the primary heating chamber 2, has an inlet valve 35, and the opposite end of the working
chamber has an outlet 36 controlled by a valve 37 positioned in an auxiliary chamber 38, to which is
connected the outlet pipe 19 which conducts the vaporous mixture under pressure to the secondary
heating chamber 21. Each of the valves 32, 34, 35 and 37 is of the one-way type.
140
They are shown as being gravity-actuated flap valves, but it will be understood that spring-
pressured or other types of one-way valves may be used if desired.
One side of the piston 30 is formed with a gear rack 39 which is received in a groove 39a of the wall
forming the cylinder of the pump. The gear rack 39 engages with an actuating spur gear 40 carried
on one end of the shaft 41 and operating in a housing 32 formed on the pump cylinder. The other
end of the shaft 41 carries a spur gear 43, which engages and is operated by a gear rack 44 carried
on a piston 46 of a double-acting motor 47.
The particular construction of the double-acting motor 47 is not material, and it may be of a
vacuum type commonly used on automobiles, in which case a flexible hose 49 would be connected
with the intake manifold of the engine to provide the necessary vacuum for operating the piston 45.
Under the influence of the double-acting motor 47, the piston 30 of the pump has a reciprocatory
movement in the working chamber 29. Movement of the piston towards the left in Figure 7 tends to
compress the vaporous mixture in the working chamber between the end of the piston and the inlet
from the pipe 17, and causes the valve 35 to be forced tightly against the inlet opening.
In a like manner, the valves 32 and 24 are forced open and vaporous mixture in that portion of the
working chamber is forced through the inlet 31 in the end of the piston 30, into the interior of the
piston, where it displaces the vaporous mixture there and forces it into the space between the right-
hand end of the piston and the right-hand end of the working chamber.
The passage of the vaporous mixture into the right-hand end of the working chamber is
supplemented by the partial vacuum created there when the piston moves toward the left. During
such movement of the piston, the valve 37 is maintained closed and prevents any sucking back of
the vaporous mixture from the secondary heating chamber 21.
When the motor 47 reverses, the piston 30 moves to the right and the vaporous mixture in the right-
hand end of the working chamber is forced past the valve 37 and through the pipe 18 into the
secondary heating chamber 21. At the same time, a vacuum is created behind the piston 30 and
results in the left-hand end of the working chamber again being filled with the vaporous mixture
from the primary heating chamber 2.
As the operation of the pump 47 will vary in accordance with the suction created in the intake
manifold, it preferably is regulated to actuate the pump at such a speed that the vaporous mixture
will always be pumped into the secondary heating chamber at a rate sufficient to maintain a greater
pressure there than is desired. In order that the pressure in the working chamber may at all times
be maintained at the optimum, a pipe 50 having an adjustable pressure-regulating valve 51 is
connected across the inlet and outlet pipes 17 and 19. The valve 51 will permit a portion of the
vaporous mixture discharged from the pump to be bypassed to the inlet 17 so that a pressure,
predetermined by the seating of the valve 51, will at all times be maintained in the second heating
chamber 21.
The air tube 22 is provided with a butterfly throttle valve 52 and a choke valve 53, as is usual with
carburetors adapted for use with internal combustion engines. Operating stems 54, 55, 56 for the
valves 52, 53, and 24 respectively, extend through the casing 26. An operating arm 57 is fixed
securely to the outer end of the stem, 54 and is connected to a rod 55 which extends to the
dashboard of the automobile or some other place conveniently located to the driver of the
automobile.
141
The outer end of the stem 56 of the valve 24 which controls the outlet 23 from the secondary heating
chamber 21 has one end of an operating arm 59 fixedly secured thereto. The other end of the arm
59 is pivotally connected to a link 60 which extends downwardly and pivotally connects to one end
of a bell crank lever 61, fixedly secured to the end of the stem 54 of the throttle valve 52.
The other end of the bell crank lever 61 is connected to an operating rod 62 which, like the rod 53,
extends to a place conveniently located to the driver. The valves 24 and 52 are connected for
simultaneous operation so that when the throttle valve 52 is opened to increase the speed of the
engine the valve 24 will be opened to admit a larger amount of the heated vaporous mixture from
the secondary heating chamber 21.
While the suction created by the pump ordinarily will create a sufficient vacuum in the primary
heating chamber 2, to cause atmospheric air to be drawn into and upwardly through the body of
liquid fuel in the bottom of the vaporizing chamber 1, in some instances it may be desirable to
provide supplemental means for forcing the atmospheric air into and through said body of liquid
and in such case an auxiliary pump may be provided for that purpose, or the air conduit may be
provided with a funnel-shaped intake which is positioned behind the fan which is customarily
placed behind the radiator of the engine.
The foregoing description has been given in connection with a downdraft type of carburetor, but it
is to be understood that the invention is not limited to use with such type carburetors and that the
manner in which the mixture of atmospheric air and vapors is introduced into the engine cylinders
is immaterial as far as the advantages of the carburetor are concerned.
Before the carburetor is put into use the pressure-regulating valve 51 in the bypass pipe 58 will be
adjusted so that the pressure best suited for conditions under which the engine is to operate will be
maintained in the secondary heating chamber 21. When the valve 51 has thus been set and the
engine started, the pump will create a partial vacuum in the primary heating chamber 2 and cause
atmospheric air to be drawn through the conduit 4 and to bubble upwardly through the liquid in
the bottom of the vaporizing and atomizing chamber 1 with resultant vaporization of a part of the
liquid fuel therein.
At the same time, the pump will be set into operation and liquid fuel will be pumped from the fuel
tank through the nozzles 9 which will result in an additional amount of the fuel being vaporized.
The vapors resulting from such atomization of the liquid fuel and the passage of the air through the
body of the liquid will pass into and through the spiral chamber 1 where they will be heated by the
products of combustion in the surrounding chamber formed by the casing 26.
The fuel vapors and air will gradually pass inwardly to the outlet 16 and thence through the conduit
17 to the pump 18 which will force them into the secondary heating chamber 21 in which they will
be maintained at the predetermined pressure by the pressure-regulating valve 51. The vaporous
mixture is further heated in the chamber 21 and passes spirally outwardly to the valve-controlled
outlet 23 which opens into the air tube 22 which conducts the main volume of atmospheric air to the
intake manifold of the engine.
The heating of the vaporous mixture in the heating chambers 2 and 21 tends to cause them to
expand, but expansion in the chamber 21 is prevented due to the pressure maintained in that
chamber by the regulating valve 51. However, as soon as the heated vaporous mixture passes the
valve 24 and is introduced into the air flowing through the intake tube 22, it is free to expand and
142
thereby become relatively light so that a more intimate mixture with the air is obtained prior to the
mixture being exploded in the engine cylinders.
Thus it will be seen that the present invention not only provides means wherein the vaporous
mixture from the heating chamber 21 is forced into the air passing through the air tube 22 by a
positive force, but is is also heated to such an extent that after it leaves the chamber 21 it will
expand to such an extent as to have a density less than it would if introduced directly from the
vaporizing and atomizing chamber 1 into the air tube 22.
The majority of the liquid particles entrained by the vaporous mixture leaving the chamber 1 will
be separated in the first half of the outermost spiral of the primary heating chamber 2 and drained
back into the body of liquid in the tank. Any liquid particles which are not thus separated will be
carried on with the vaporous mixture and due to the circulation of that mixture and the application
of heat, will be vaporized before the vaporous mixture is introduced into the air tube 22 from the
secondary heating chamber 21.
Thus "dry" vapors only are introduced into the engine cylinders and any burning of liquid particles
of the fuel in the engine cylinder, which would tend to raise the temperature of the engine above
that at which it operates most efficiently is avoided.
While the fullest benefits of the invention are obtained by using both a primary and a secondary
heating chamber, the primary heating chamber may, if desired, be eliminated, and the vaporous
mixture pumped directly from the vaporizing and atomizing chamber into the spiral heating
chamber 21.
From the foregoing invention it will be seen that the present invention provides an improvement
over the carburetor disclosed in my patent # 1,997,497, in that it is possible to maintain the
vaporous mixture in the heating chamber 21 under a predetermined pressure, and that as soon as
the vaporous mixture is introduced in the main supply of the engine, it will expand and reach a
density at which it will form a more intimate mixture with the air.
Furthermore, the introduction of the vaporous mixture into the air stream in the tube 22 causes a
certain amount of turbulence which also tends to give a more intimate mixture of the vapor
molecules with the air.
143
BONUS Information
Pump your gas when its cool to save money - Don't Pump Gas At Noon: Hot Gasoline Costs US
Drivers Over $2.3 Billion a Year.
The state with the lowest gas temperature, according to federal data, is Minnesota. It has an
average fuel temperature of 53 degrees, and its consumers pay $37 million less annually for gas. It
would cost each gas station between $2,000 and $3,000 to retrofit pumps (with temperature
compensation devices), and as you can guess station owners are not interested in the expense.
In fact, in some states like roasting hot Arizona, the practice is perfectly legal. Because gas expands
in the heat, most pumps do not adjust for that and serve up hot fuel that ends up being costly hot
air to the motorist who pumps it. In Arizona, if you buy in increments of 5,000 gallons you will get
an adjusted pump, but that leaves the average motorist out of luck.
We Say: Pump your gas at night or when it is coolest, it cant hurt. And gasoline hysteria is just
beginning. Fasten your seatbelts.
Gasoline: Keep the gas tank at least half full, and add Gasoline Antifreeze or 'HEET' to every
second tank. This removes water from the fuel system that can cause pinging or backfires and
prevents gasoline freeze-up in very cold weather.
Squeezing past the Emissions Test: "I guess it's time that I fess up. To pass emissions testing one
time, I ran my car down to almost empty and then put a bottle of rubbing alcohol - the 99% kind -
in the tank. It had failed two previous attempts but with the alcohol in the tank, it passed but just
barely. The next year, no amount of alcohol in the tank could save the Ford Festiva and so it was
given a quiet wake and burial as a junk trade-in."
Calculating MPG - When calculating your miles per gallon, always fill at the same pump parked
the same direction and quit when it clicks off the first time. Record your miles and gallons in a log
book, number of miles/gallons of fuel = MPG. Below are some fuel saving tips and ways to log your
MPG to see how you do for MPG.
144
Drive Sensibly
Aggressive driving (speeding, rapid acceleration and braking) wastes gas. It

can lower your gas mileage by 33 percent at highway speeds and by 5
percent around town. Sensible driving is also safer for you and others, so
you may save more than gas money.
Fuel Economy Benefit: 5-33%

Equivalent Gasoline Savings: $0.11-$0.73/gallon
Observe the Speed Limit
Gas mileage decreases rapidly at speeds above 60 mph.
Each 5 mph you drive over 60 mph is like paying an additional

$0.15 per gallon for gas.
Observing the speed limit is also safer.

Remove Excess Weight
Avoid keeping unnecessary items in your vehicle, especially heavy ones. An extra 100 pounds in
your vehicle could reduce your MPG by up to 2%. The reduction is based on the percentage of
extra weight relative to the vehicle's weight and affects smaller vehicles more than larger ones.
Fuel Economy Benefit: 1-2%/100 lbs

Avoid Excessive Idling
Idling gets 0 miles per gallon. Cars with larger engines typically waste more gas at idle than do cars
with smaller engines.
145
Use Cruise Control
Using cruise control on the highway helps you maintain a constant speed and, in most cases, will
save gas.
Use Overdrive Gears
When you use overdrive gearing, your car's engine speed goes down. This saves gas and reduces
engine wear.
Keep Your Engine Properly Tuned
Fixing a car that is noticeably out of tune or has failed an emissions test can improve its gas mileage
by an average of 4.1 percent, though results vary based on the kind of repair and how well it is done.
If your car has a faulty oxygen sensor, your gas mileage may improve as much as 40 percent.

Replace Air Filters Regularly
Replacing a clogged air filter can improve your car's gas mileage by as much as 10 percent. Your
car's air filter keeps impurities from damaging the inside of your engine. Not only will replacing a
dirty air filter save gas, it will protect your engine.
Fuel Economy Benefit: up to 10%

Equivalent Gasoline Savings: up to $0.22/gallon
146
Keep Tires Properly Inflated
You can improve your gas

mileage by around 3.3 percent
by keeping your tires inflated
to the proper pressure. Under-
inflated tires can lower gas
mileage by 0.4 percent for
every 1 psi drop in pressure of
all four tires. Properly inflated
tires are safer and last longer.
Fuel Economy Benefit: up to 3%

Equivalent Gasoline Savings: up to $0.07/gallon
Use the Recommended Grade of Motor Oil
You can improve your gas mileage by 1-2 percent by using the manufacturer's recommended grade
of motor oil. For example, using 10W-30 motor oil in an engine designed to use 5W-30 can lower
your gas mileage by 1-2 percent. Using 5W-30 in an engine designed for 5W-20 can lower your gas
mileage by 1-1.5 percent. Also, look for motor oil that says "Energy Conserving" on the API
performance symbol to be sure it contains friction-reducing additives.

Note: Cost savings are based on an assumed fuel price of $2.20/gallon.
Combining errands into one trip saves you time and money. Several short trips taken from a cold
start can use twice as much fuel as a longer multipurpose trip covering the same distance when the
engine is warm. Trip planning ensures that traveling is done when the engine is warmed-up and
147
efficient.
With a little planning, you can avoid retracing your route and reduce the distance you travel as well.
You'll not only save fuel, but also reduce wear and tear on your car.
Commuting
If you can stagger your work hours to avoid peak rush hours, you'll spend less
time sitting in traffic and consume less fuel. If you own more than one vehicle,
drive the one that gets the best gas mileage whenever possible. Consider
telecommuting (working from home) if your employer permits it.
If possible, take advantage of carpools and ride-share programs. You can cut
your weekly fuel costs in half and save wear on your car if you take turns driving with other
commuters. Many urban areas allow vehicles with multiple passengers to use special High
Occupancy Vehicle (HOV) lanes.
Consider using public transit if it is available and convenient for you. The American Public Transit
Transportation Association has links to information about public transportation in your state.
Traveling
A roof rack or carrier provides additional cargo space and may allow you
to meet your needs with a smaller car. However, a loaded roof rack can
decrease your fuel economy by 5 percent. Reduce aerodynamic drag and
improve your fuel economy by placing items inside the trunk whenever
possible.
Avoid carrying unneeded items, especially heavy ones. An extra 100 lbs in
the trunk reduces a typical car's fuel economy by 1-2 percent.
148
Thinking about buying a new vehicle?
You've come to the right place.
www.fueleconomy.gov has gas mileage estimates and

more information for 1985-2005 model year cars.
Selecting which vehicle to purchase is the most important

fuel economy decision you'll make.
The difference between a car that gets 20 MPG and one

that gets 30 MPG amounts to $550 per year (assuming
15,000 miles of driving annually and a fuel cost of $2.20).
That's $2,200 extra in fuel costs in just four years!
Even within a size class, there is a tremendous range of MPGs to choose from. For
example, similar 2005 model year compact cars range from 21 to 48 MPG. Choosing
the 48 MPG car could save you hundreds of dollars in fuel costs each year.
Maintaining a Fuel Purchase Record
A fuel purchase record is useful for tracking fuel economy, fuel expenditures, and vehicle
mileage over time. Your MPG provides a downloadable form for tracking fuel purchases. The
figure below describes the kind of data that should be entered in a fuel purchase record. Some
fields are required to calculate MPG, others are used to record optional information that also
may be useful.
149
Calculating MPG from Fuel Purchase Records
Calculating fuel economy from fuel purchase data is quite simple: MPG is simply calculated as
the number of miles traveled per gallons of fuel used. The figures below show how fuel
purchase data can be used to calculate MPG. These methods are only valid if the tank was
filled completely for the current purchase and the previous purchase.
Using Odometer Reading
Using Miles Traveled
150
Tested, Proven Mileage Saving Rules of Thumb
Basic Traditional claims;
For every extra 100 pounds you carry in your car, you decrease your gas mileage by up
to 2%
For every 5 miles per hour you drive above 55 mph, you reduce your gas mileage by up
to 10%
You save more gas by turning off and restarting your car than you do by idling for a
minute.
You can increase your vehicles gas mileage by using;
1. Moderate acceleration
2. Watching your speed
3. Properly inflating your tires
4. Reducing excess weight
5. Reducing drag
Thank you for your purchase of this eBook.
Visit Vanguard Sciences for more interesting and useful information
http://www.vanguardsciences.biz
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14 Ways to Save $$$ on Gas

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$$$ - Bonus Information Gas Saving Tips - $$$

Visit Vanguard Sciences online for other interesting products.

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