Gas Vapor Systems Facebook Site archive
The posts listed here are from the Gasoline Vapor Systems Facebook page.
Michael Vannozzi will post on this page periodically.
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This Blog consists of posts that Michael Vannozzi posted to his Gasoline Vapor Systems Facebook page. Many of the posts were made in response to questions asked by members of the group. The posts are modified somewhat so that the questions posed by members of the group are summarized without using the member’s name. The posts are in order from newest to oldest.
12/18/2020 My Gasoline Vapor System engine runs on humid air. The humidity is not from water vapor, but is from gasoline vapor mixed with air. When heated together, and the air and the gasoline vapor are completely mixed together, the two gasses become like one and are completely invisible to the human eye. Actually, the computer must be disabled, the Direct Fuel Injection must be disabled, and under the hood space must be made available to accommodate the Gasoline Vapor system. Taking these actions mean removing the factory emissions control systems, and in many regions, this would make your newer vehicles non compliant with emission control laws and regulations. This is why I recommend installing my Gasoline Vapor system on older vehicles that have more physical room and are not encumbered with all of the other complexities of late model computer controlled vehicles. A Gasoline Vapor System pre-vaporizes the liquid gasoline, converting it into a gaseous state, (much like Natural Gas), and simultaneously pre-mixes the gasoline vapor with ambient air, in the correct proportions. The pre- heated / vaporized and pre-mixed Oxygas mixture then enters into the combustion chamber in a state that is completely ready to combust. Conversely, a carburetor atomizes the liquid, ( breaks down the liquid into tiny liquid fragments), when it is drawn into the air stream that then flows through the Intake Manifold Tract. The airflow stream flows at 3000 to 5000 foot per second. there is simply not enough time for the fragmented liquid gasoline to COMPLETELY absorb engine heat and COMPLETELY convert from a liquid state to a gaseous state, ( Phase Change), and COMPLETELY integrate with the oxygen in the high speed flowing air environment prior to ignition. Therefore a portion of the gasoline remains liquid, and, as you know, liquids do do not combust. The unused Hydrocarbons would then mostly be heated when flowing through the exhaust manifold and consumed in the Catalytic Converter. These gasoline Hydrocarbons molecules are not then used to power the engine. So, when using a Gasoline pre-vaporizing / pre-Oxygen mixing system, an engine can use all of the fuel to power the engine. 12/15/2020 A member asked if Michael sold kits. He responded “No, There is no kit, and I don't sell anything. It is up to you to fabricate a Gasoline Vapor System yourself, as I did. Go for it, You can do it.” He then advised that he used an Edelbrock Single Plane Aluminum Intake Manifold to achieve 35.6 mpg in his 1978 Camaro. 11/14/2020 “A gasoline vapor system must first meter the volume of Air and Gasoline to engine demand, and completely MIX the gasoline into the airflow to create a HOMOGENEOUS Air and Gasoline mixture. The Homogeneous mixture must also be simultaneously HEATED to create a complete Phase Change of the liquid gasoline, which converts the gasoline from a liquid state into a gaseous state. The homogeneous Air / Fuel Vapor mixture must then be compressed to restore the air and fuel mixture density, which has been expanded by the application of significant heat. The Air and Gasoline Vapor mixture must be then kept hot, and in a completely gaseous state, in its route to the engines combustion chambers.” Responding to a question posed by a member, Michael responded: “Hydrogen Explodes whereas Gasoline ignites and expands slowly. Octane is put into gasoline to make it burn slowly so that it will not detonate.” 10/20/2020 This is an article from Hemmings Motor News, May 2009 that shows on how gasoline vaporizes. https://www.hemmings.com/.../now-you-see-it-now-you-dont 9/25/2020 Automotive. This Group is about Greatly Increased Fuel Economy + increased Horse Power + Reduced Exhaust Emissions, Less Oil Changes ! 9/24/2020 https://www.facebook.com/1250398433/videos/10224602035538918/ 9/23/2020 https://www.youtube.com/watch?v=1fa-k2QoFU0 YOUTUBE.COM Gasoline Vapor Systems Cruising back on Gasoline Vapor ! https://www.facebook.com/groups/28 9/23/2020 https://www.youtube.com/watch?v=TI9wLhX2Ukc YOUTUBE.COM Driving on Gas Vapor Cruising down the road on Gasoline Vapor ! https://www.facebook.com/groups/280792522340435/?ref=bookmarks https://www.youtube.com/watch?v=o7o477GFQpY YOUTUBE.COM Gas Vapor Engine Michael Vannozzi's Gasoline Vapor System, (Patent Pending), For more infor 9/20/2020 https://www.youtube.com/watch?v=Ke0MGmUr3SU YOUTUBE.COM Gas Vapor Car Gas Vapor car, Gasoline Vapor System, This is a description of how my, (Patent Pending), Gasoline Vapor System works. For more information join the Gasoline ... In response to a question from a member, Michael wrote: “I don't know the efficiency number, . What I do know is that my gas mileage went from 11 mpg highway in the cars original configuration, which had a 350 Chevy V8 engine with a 750 cfm Quadrajet Carburetor, to 35.6 mpg highway after I installed the Gasoline Vapor System on the same engine. The 1978 Camaro 350 V8 also has much cleaner exhaust emissions after the Gasoline Vapor System install.” In response to a member, Michael wrote : “ Yes, this car got only 11 mpg on the Highway when I first bought it, but the engine / Transmission had very high mileage, (over 300,000 miles), and needed to be totally rebuilt. The carburetor was a 750 cfm Rodchester Quadrajet. The Factory rating (New) for a 1978 Camaro Type LT, with a 5.7 liter, 4 - Barrel carburetor , 350 V8 engine and Turbo Hydro 350 Automatic Transmission was 13 mpg City and 18 mpg Highway, and the engine was was rated at 170 hp (SAE net)..” In response to a member, Michael wrote: “Yes, it does increase the amount of energy from the gasoline for the simple reason that it utilizes 100% of the gasoline entering into the engines combustion chambers, and it eliminates waste.” In response to a member, Michael wrote: “ YES, we definitely are talking about the amount of the gasoline that is being burned inside the combustion chamber. Some heat loss in an Internal Combustion Engine is nonrecoverable, such as heat losses from engine friction, heat losses from transference of heat through the engine block and heads, and through heat that escapes through the engines exhaust system and radiator. Regarding utilizing some of that wasted heat that an I. C. Engine loses, my system does utilize some of that wasted exhaust heat to pre-vaporize 100% of the gasoline, and to spin the Turbocharger, and some of that Transference Heat to heat the intake manifold. Smokey Yunick tried the adiabatic concept, ( zero Losses), and stated that gasoline could not be used in an adiabatic engine because gasoline will detonate under the high heat of an adiabatic engine. Smokey Yunick also reduced the size or even eliminated engine radiators in some testing. Watch this video starting at the 2:59 mark on the clock. https://www.youtube.com/watch?v=wl3vUnlIBys&feature=share... YOUTUBE.COM Dyno Days In response to a member’s question, Michael wrote: The answer to that question goes to the formulation of gasoline. Gasoline is an engineered "Compound", .... a mixture of many different parts. Some of the constituent parts of gasoline vaporize at very low temperatures, (the lite ends), some at medium temperatures, (the Medium ends), and some at high temperatures, (the Heavy Ends). When you start any cold gasoline engine, it initially starts and runs only on those constituent parts that vaporize at the lower temperatures. As a gasoline engine warms up, it will then run on those parts of the gasoline that vaporize at medium, and then, higher temperatures. When a gasoline engine reaches full operating temperature, it should completely heat and vaporize all of the gasoline. Of course most do not, but my Gasoline Vapor System does completely heat 100% of the gasoline, and also completely mixes the heated gasoline vapor with Oxygen from ambient air. This is also why "Bubbler" type gasoline systems will not vaporize 100% of the gasoline, because most do not heat the mixture, but only vaporize the light ends. If you run an engine on a non heated Bubbler type gasoline vapor system, the engine will eventually stop running, and the gasoline that will be left in the Bubbler Reservoir will contain only the Heavy Ends that will not vaporize, at cooler temperatures. My engine with the Gasoline Vapor System starts Instantly and easily. The Mikuni HSR Carburetor has a choke, and starts like any other carbureted engine. Also, the Vapor Engine warms up in the same manor as any other gasoline powered engine, but the Intake Tract warms up much quicker. In response to a member, Michael wrote “An adjustable Stand Alone Harley Davidson style TBI system could be made to work. “ In response to a question from a member, Michael wrote: “Yes, just unplug the injectors and change the Intake Manifold to a carburetor set up, (if it is available for your engine).” 7/13/2020 This post began when an accountant asked to see Gasoline Vapor Systems balance sheet. Michael responded: “Sorry, I dont have a company and I'm not selling anything. This is group is for free sharing of information.” The accountant suggested that Michael start a company and he responded “Maybe sometime in the future. I'm just an old retired mechanic, working out of my home garage.” A very old friend suggested that Michael protect the patent and listen to the comments. This led to a discussion of varying viewpoints on whether Michael should be sharing the patent on the Facebook group site. Michael responded: “I am an American who also believes in Capitalism and the Free Enterprize System. I am willing to share what I have done with others who are interested. I am 60 years old and have heart disease, and have had a heart attack. My time on this physical plane is short.There are probably one billion gasoline powered vehicles in the world. I understand that Big Business, the Big Oil Companies, the Car Manufactures and Corrupt Governments have murdered or have bought and shelved many inventions like mine many times in the past. So far, no Gasoline Vapor System has ever made it to market. I believe that wide spread disclosure of my invention is the best way for this technology to be disseminated to the public.” Michael then reminded everyone “Please everyone be respectful of other people and their differing points of view. There is validity in what other members are saying. “ 7/13/2020 This post began when an accountant asked to see Gasoline Vapor Systems balance sheet. Michael responded: “Sorry, I dont have a company and I'm not selling anything. This is group is for free sharing of information.” The accountant suggested that Michael start a company and he responded “Maybe sometime in the future. I'm just an old retired mechanic, working out of my home garage.” A very old friend suggested that Michael protect the patent and listen to the comments. This led to a discussion of varying viewpoints on whether Michael should be sharing the patent on the Facebook group site. Michael responded: “I am an American who also believes in Capitalism and the Free Enterprize System. I am willing to share what I have done with others who are interested. I am 60 years old and have heart disease, and have had a heart attack. My time on this physical plane is short.There are probably one billion gasoline powered vehicles in the world. I understand that Big Business, the Big Oil Companies, the Car Manufactures and Corrupt Governments have murdered or have bought and shelved many inventions like mine many times in the past. So far, no Gasoline Vapor System has ever made it to market. I believe that wide spread disclosure of my invention is the best way for this technology to be disseminated to the public.” Michael then reminded everyone “Please everyone be respectful of other people and their differing points of view. There is validity in what other members are saying. “ 77/9/2020 WARNING: CAUTION, Gasoline Vapor is an explosive mixture, and is much more volatile than liquid gasoline. Gasoline vapor from the evaporation of liquid gasoline is highly combustible and volatile, and very dangerous. Gasoline vapor can be emitted from liquid gasoline by heat, warm ambient temperatures, vibration, shaking or mixing or pouring. Never have a flame source, heat source or electrical spark source near gasoline vapor. Keep gasoline far away from flames, pilot lights, stoves, heaters, sparks, welding or any other source of ignition. Keep gasoline out of the reach of children, or those deemed or adjudicated incompetent. Keep gasoline out of direct sunlight. Use gasoline outdoors only. Do not store gasoline in your vehicle or living space. Do not siphon gasoline by mouth. Gasoline is "POISON " and is Harmful OR Fatal if swallowed. Always use gasoline in a well ventilated area, away from buildings or structures. Static electricity can ignite gasoline. Never Smoke near where gasoline is located. If you have decided to build a "Gasoline Vapor System", You do so at your own risk, and every effort should be made to make a "SAFE SYSTEM", using high quality materials and safely engineered construction. DO NOT USE PVC, (Poly Vinyl Chloride) components or parts. Precautions should be made to keep any gasoline reservoirs or conduits a safe distance from any engine heat or spark sources. You should use a very minimal amount of rubberized gasoline hose in your engine compartment, instead use metal gasoline line or metal braded gasoline line. Never use a hose materiel that is not specifically made for gasoline. Gasoline and Gasoline Vapor is "Highly Flammable" and "Highly Explosive", and should always be used carefully with "Extreme Caution". Many people have had their automobiles and homes burn to the ground, and have been burned to death, or have had bystanders or occupants of automobiles burned to death or have been severely burned by gasoline flames. Gasoline is also a "Carcinogen that has been proven to cause Cancer. Never allow gasoline to have contact with your skin. Never breathe gasoline vapor. PUBLIC DISCLAIMER: The authors or members of Gasoline Vapor Systems are not responsible for any death, injury or loss of property under any circumstance, for the use or misuse of gasoline, gasoline vapor, Hydrogen, Diesel fuel, Propane, or any other flammable fuel or fuel additive, or with any gasoline vapor apparatus or misuse of gasoline or any other flammable fuel. If you have any doubt about the use of gasoline or a gasoline vapor apparatus, consult a qualified technician who is highly experienced in the use of gasoline or gasoline vapor apparatus systems or gasoline oriented parts or materials. Use Gasoline, Gasoline Vapor apparatuses or other flammable fuels or gasses at your own risk. PLEASE READ BE VERY CAREFUL ! ! ! Having Gasoline Vapor combined with AIR in an enclosed Tank is a BOMB waiting for any spark to EXPLODE ! I DO NOT store any Gasoline Vapor and AIR mixture in a tank. It is DANGEROUS ! 9/15/2020 Direct Fuel Injection, sprays a mist of liquid gasoline directly on top of the hot piston at / near Top Dead Center just when the Intake Stroke is starting its downward movement, so then, here is the problem: The engines pistons is moving up, stopping,then moving down and stopping, and then moving up again at a extremely high velocity. (Think of the velocity of a Hummingbird wing.) There is an extremely short period of time for the liquid gasoline mist to: 1) be sprayed onto the top of the piston and for the liquid gasoline to absorb heat from the hot piston, 2) completely change from small liquid fragments into a gaseous vapor, (Phase Change), 3) then completely 100% mix with air, (Oxygen integration), 4) then, after the piston reaches Bottom Dead Center, the mixture is then compressed by the upward moving piston, and then, Ignited by the Spark Plug Spark at near top dead center on the compression stroke, and then, on the power stroke, the gasoline and air mixture must Combust and expand evenly without detonation, in the 3 - 3.5 inches that the piston is moving up and down in the cylinder at a velocity of 3000 - 5000 feet per minute, and all...100% of the air and fuel mixture must be consumed by the combustion process, So, this is the reason that you CANNOT have COMPLETE COMBUSTION with a Direct Fuel Injection System, there is simply NOT ENOUGH TIME for all of these events to happen, (Completely), at the high speed that the piston is moving up and down in the cylinder... This is also why you Automotive Engineers install Catalytic Converters to clean up the uncombusted exhaust gasses after the Incomplete Combustion occurs. Utilizing my Gasoline Vapor System simply gives more Time and Space for Gasoline Vaporization, (Phase Change), and Oxygen Integration, (Mixing and Homogenization), to occur. The Gasoline Vapor System simply prepares the Air and Fuel Mixture by Pre-Heating and Pre-Vaporizing and completely Mixing the gasoline vapor with air, and then compressing the mixture BEFORE it enters into the engines combustion chambers. The Heat Exchanger gives the gasoline and air mixture more time for Heat absorption, and better mixing. There is simply more time and space for preparation of the air and fuel mixture which promotes complete combustion to occur in the engines combustion chambers. Michael Vannozzi https://www.youtube.com/watch?v=BTv4i3h3uM4 YOUTUBE.COM Glass Head Engine with Turbo Sneak Peek Slow Motion 4K Glass Head Engine with Turbo Sneak Peek Slow Motion 4K In this "Glass Engine" is is easy to see the Liquid Gasoline entering into the engines cylinder and the left over LIQUID un-combusted gasoline fuel remaining in the cylinder. The cylinder is still wet after the combustion occurs. If you look closely, you can see some of the excess liquid gasoline exiting the exhaust valve, (lower /smaller valve). Remember, liquid gasoline will not burn and only the Gasoline Vapor will burn and the correct amount of Oxygen must be present. Now, picture this in your mind, with my system installed, there would be no liquid gasoline entering into the Combustion Chamber cylinder. Only gaseous Gasoline Vapor completely mixed with Air would enter into the combustion chamber. And, when combustion occurs, their would be no un-burned liquid gasoline left to exit the exhaust port . In response to question regarding direct injection, Michael wrote “No, because it won't be a Homogeneous Air / Gasoline mixture before they enter into the combustion chamber. Secondly, the system would have to be pressurized to push a gaseous vapor through an Injector that is made for a liquid.” In response to a question, Michael wrote: “But for complete combustion, it must be completely mixed together with the Air. So, the heated Air and Gasoline Vapor mixture must be mixed together first, then injected together.” And then responding to the same member, Michael wrote” No, in all system” and then “If Hot gasoline vapor were to mix with cold ambient air, the heated gasoline vapor would condense back into liquid form. Remember,that for every one part of heated gasoline vapor, there are approximately 15 parts of ambient air.” And that any engine can be modified. A member asked if his engine could be, and 9/17/2020 https://www.youtube.com/watch?time_continue=8... YOUTUBE.COM Hydrocarbon Flash Point Defined The flash point is the lowest temperature at which a petroleum produc 9/17/2020 https://www.youtube.com/watch?time_continue=2... YOUTUBE.COM Flash Point Demonstration 1965 The flashpoint of a liquid is the lowest temperature at which the liquid gi https://www.youtube.com/watch?time_continue=8... YOUTUBE.COM Flash Point Demonstration 1948 Chemistry of Fire US War Department The flash point of a liquid is the lowest temperature of the liquid at which i 8/24/2020 Gas mileage before Gasoline Vapor System installed: 11 m.p.g. Hwy. Gas Mileage after Gasoline Vapor System installed: Test # 2 (One Pound Wastegate Spring) Starting Mileage:4969.8, Ending Mileage:5052.8, Distance traveled: 83 miles, Gasoline Consumed: 2.331 Gallons, Gas Mileage: 35.607 m.p.g. ( Please note: 1/3 partially mountainous terrain). This Gas Mileage Test was performed at 55 miles per hour. Chilcoot, California / Elevation 5,013 above Sea Level. Temperature 63 degrees Fahrenheit. 8/14/2020 Gas mileage before Gasoline Vapor System installed: 11 m.p.g. Hwy. Gas Mileage after Gasoline Vapor System installed: Test # 2 (One Pound Wastegate Spring) Starting Mileage:4969.8, Ending Mileage:5052.8, Distance traveled: 83 miles, Gasoline Consumed: 2.331 Gallons, Gas Mileage: 35.607 m.p.g. ( Please note: 1/3 partially mountainous terrain). This Gas Mileage Test was performed at 55 miles per hour. Chilcoot, California / Elevation 5,013 above Sea Level. Temperature 63 degrees Fahrenheit. Surprisingly, no. I surmise that the reason that their is no "Coking" is that when the Air and Gasoline mixture enters into the Heat Exchanger, it is cold, about 45 degrees Fahrenheit. This is due to an "Evaporative Colling Effect" that occurs when the liquid gasoline is atomized and is drawn into the air stream when flowing through the carburetor. The "Expansion Chamber", which is positioned between the Carburetor and the Heat Exchanger actually gets frosty, even in the Summer months.. This cool air and fuel mixture counteracts the high heat that is applied by the 500 degree exhaust gas heat, which is applied to the Heat Exchanger. The Air and fuel mixture is also moving through the Heat Exchanger tubes at a high velocity. The hot Exhaust gasses are moving through the Heat Exchanger in an opposing direction towards the carburetor. The Air and Fuel mixture is heated to a temperature of 250 - 300 degrees Fahrenheit. The temperature is taken inside the Intake Manifold plenum, after the Turbocharger.. Maybe this temperature range is not hot enough to cause Coking. Another factor is the Gasoline Vapor, in a gaseous state, is completely mixed together with the heated air in a ratio of approximately fifteen parts of Air to one part of Gasoline Vapor, becoming a homogeneous mixture.. 8/13/2020 [https://www.youtube.com/watch?v=BTv4i3h3uM4...](https://www.youtube.com/watch?v=BTv4i3h3uM4...) If you look very closely, you can see uncombusted raw liquid gasoline exiting the Exhaust Valve, ( the valve on the lower right).. YOUTUBE.COM Glass Head Engine with Turbo Sneak Peek Slow Motion 4K Sneak Peek of running the See through glass head engine on the Turbo C YOUTUBE.COM Flammable Vapors of Gasoline 1965 Flammable Vapors of Gasoline 1965 7/26/2020 In response to a member’s question about exhaust temperatures, Michael wrote: “ Yes, Exhaust Temperatures are reduced after the Heat Exchanger. Please see the Before and After temperature photos. Exhaust Heat is transferred to the AIR and FUEL Mixture inside the Heat Exchanger. The first photo is the 447 degree Fahrenheit temperature of the Inlet Pipe as the Hot Exhaust gasses just enter into the Heat Exchanger.
The Left is the Pyrometer Temperature taken by a Probe positioned inside the Intake Manifold Plenum. The Right side is the Air / Fuel ratio taken by a probe inside the Exhaust pipe after the Heat Exchanger. 7/8/2020 The Shell and Tube Heat Exchanger that I have used in my Gasoline Vapor System is 14 inches long, and has 30 X 3/8 inch internal tubes. So, 30 Tubes X 14 inches = 420 inches in length, Divided by 12 inches = 35 linear feet of heat exchanger tubing, if placed end to end. If you were to slit the Heat Exchanger Tubing length wise, and flatten it out with a hammer, it would be about 1.25 inches wide. So, 420 Linear Inches X 1.25 Square Inches = 525 Square Inches of Heat Exchanger Tube area. One Square Foot is 12 inches X 12 inches = 144 Square Inches. So then, 420 square inches divided by 144 square inches = 3.64583333 square feet of 500 degree Fahrenheit Heated Contact Area within the 30 x 3/8 inch Heat Exchanger Tubes. The Shell and Tube Heat Exchanger that I have used in my Gasoline Vapor System is 14 inches long, and has 30 X 3/8 inch internal tubes. So, 30 Tubes X 14 inches = 420 inches in length, Divided by 12 inches = 35 linear feet of heat exchanger tubing, if placed end to end. If you were to slit the Heat Exchanger Tubing length wise, and flatten it out with a hammer, it would be about 1.25 inches wide. So, 420 Linear Inches X 1.25 Square Inches = 525 Square Inches of Heat Exchanger Tube area. One Square Foot is 12 inches X 12 inches = 144 Square Inches. So then, 420 square inches divided by 144 square inches = 3.64583333 square feet of 500 degree Fahrenheit Heated Contact Area within the 30 x 3/8 inch Heat Exchanger Tubes. Each tube has spiral corrugations that spin the air and fuel mixture, giving more time for contact heating. 6/17/2020 I do not sell this Gasoline Vapor System. I do share how I built this system in my home garage from parts I mostly bought on Ebay. This system tripled my gas mileage and drastically reduced my cars exhaust emissions to near zero. This is an information sharing site only. In response to a question, Michael wrote: It is possible, but would be very difficult, and would require extensive modifications.” 4/6/2020 On the side of the Expansion Chamber, between the Carburetor and the heat exchanger. Sky Gonzo , If you look at the picture, (CLICK to ENLARGE ), between the Carburetor and the Heat Exchanger, you can see where I welded on the bung, and installed a brass nipple. You can also see the hose that goes to the Brake Vacuum Booster. 3/21/2020 I have come to the realization that Facebook is blocking this site, and is quietly removing members. If you remember, about a year ago, Facebook arbitrarily removed about one half of the members from this site. YouTube is also somehow blocking people from seeing my Gasoline Vapor System Videos. Would you consider copying, pasting, sharing and posting my videos, and this site address with your friends and on your web pages? Thank you, Kind personal regards, Michael Vannozzi . YOUTUBE.COM Gas Vapor Car Gas Vapor car, Gasoline Vapor System, This is a description of how my, https://youtu.be/TI9wLhX2Ukc YOUTUBE.COM Driving on Gas Vapor https://youtu.be/1fa-k2QoFU0 YOUTUBE.COM Gasoline Vapor Systems Gasoline Vapor Systems https://youtu.be/o7o477GFQpY YOUTUBE.COM Gas Vapor Engine Michael Vannozzi https://pdfaiw.uspto.gov/.aiw?PageNum=0&docid=20190186439... PDFAIW.USPTO.GOV Patent Images Gas Mileage Test # 2 (One Pound Wastegate Spring) Starting Mileage:4969.8, Ending Mileage:5052.8, Distance traveled: 83 miles, Gasoline Consumed: 2.331 Gallons, Gas Mileage: 35.607 m.p.g. ( Please note: 1/3 partially mountainous terrain). This Gas Mileage Test was performed at 55 miles per hour. Chilcoot, California / Elevation 5,013 above Sea Level. Temperature 63 degrees Fahrenheit. 3/29/2020 Currently, I am running a 2 psi Wastegate spring. Although, I have experimented with several different spring pressures as low as 1 psi, and as high as 6 psi. and several different Carburetors including a Mikuni 38mm, 42mm, 48mm, and a 2 barrel side d… See More In response to a question, Michael wrote: “ Mikuni HSR Carburetors do have accelerator pumps. I am currently running the Mikuni 48mm Carburetor, which is rated at 270 CFM. The Mukuni HSR carburetors have a Fuel Enrichment circuit which acts as a choke. If you look at the photograph, you will see the Choke pull cable. The other cable is the Idle adjustment, which has a knob that you turn.” And in response to another question, he attached a picture of a Weber carburetor and the inside of his engine. Weber Carburetor Weber Intake Manifold The quotations below are responses to member questions: “Yes, I tested my system with the larger Weber Carburetor. Gas Mileage went down, and the engine didn't seem to like it. I will try it again next Summer.” “ Yes, I tried the Weber. I currently have the Mikuni 48mm HSR carburetor installed. I will retry the Weber again later this summer.” “ again, I am currently using a Mikuni HSR 48mm Carburetor, and not a Keihn carburetor. Obviously, every time you use a larger carburetor, with larger diameter Venturi Bore diameters, the air speed flowing through the carburetor will slow, (and visa versa). (Daniel Bernoulli Laws of Hydro Dynamics). The Weber carburetor that I selected has removable and replaceable throttle bore inserts.The Hydraulic Roller cam shaft that I chose has a power band of Idle to 4500 R. P. M. . My intention is to modify the Weber Carburetor to make it into a mechanically progressive Two Barrel Carburetor, and change the secondary Throttle Bore inserts to optimize flow through out the engines operating range. I will do this by cutting the connecting shaft in the center between the barrels, and fabricating a progressive linkage.” In response to a member’s question, Michael wrote: “I don't think you understand. It is not "Sleeving " the Weber DCOE carburetor. It is changing the CFM rating of the different barrels of the carburetor by changing the size of each Venturi Bore. Also, a Progressive carburetor means that the carburetor functions only on ONE BARREL in the lower RPM range, and the secondary barrel only opens at some predetermined point when the accelerator pedal is depressed.” 1/24/2020 In response to a question, Michael wrote: “The answer to that question goes to the formulation of gasoline. Gasoline is an engineered "Compound", .... a mixture of many different parts. Some of the constituent parts of gasoline vaporize at very low temperatures, (the lite ends), some at medium temperatures, (the Medium ends), and some at high temperatures, (the Heavy Ends). When you start any cold gasoline engine, it initially starts and runs only on those constituent parts that vaporize at the lower temperatures. As a gasoline engine warms up, it will then run on those parts of the gasoline that vaporize at medium, and then, higher temperatures. When a gasoline engine reaches full operating temperature, it should completely heat and vaporize all of the gasoline. Of course most do not, but my Gasoline Vapor System does completely heat 100% of the gasoline, and also completely mixes the heated gasoline vapor with Oxygen from ambient air. This is also why "Bubbler" type gasoline systems will not vaporize 100% of the gasoline, because most do not heat the mixture, but only vaporize the light ends. If you run an engine on a non heated Bubbler type gasoline vapor system, the engine will eventually stop running, and the gasoline that will be left in the Bubbler Reservoir will contain only the Heavy Ends that will not vaporize, at cooler temperatures. My engine with the Gasoline Vapor System starts Instantly and easily. The Mikuni HSR Carburetor has a choke, and starts like any other carbureted engine. Also, the Vapor Engine warms up in the same manor as any other gasoline powered engine, but the Intake Tract warms up much quicker.” In response to a point raised by a member, Michael wrote: “Excellent point! Engine Combustion / Fire is instantly HOT. Exhaust temperatures warming the Intake Tract are quickly 500 degrees Fahrenheit. Extremely cold climates like Russia for example will have an added benefit when using my system, of warming the intake tract quickly. An Electric block warmer would also help to keep your engine block and motor oil warm, and stop them from freezing. It would also be simple to route an air induction tube and pickup from the exterior of the exhaust manifold to near the front of the throttle plate to eliminate any chance of throttle plate icing,” attaching the pictures below. Heat Riser System. 12/30/2019 This See Through Catalytic shows how the Hydro Carbons are re-burned a second time after engine combustion, to produce cleaner exhaust emissions. An engine than runs on 100% gasoline Vapor mixed with the correct amount of air will burn almost 100% of the gasoline in the engines combustion chambers first. To combine a proper working gasoline Vapor System with Catalytic Converter's, near ZERO emissions should be attainable. The secondary burning in the Catalytic Converter represents wasted fuel in a common gasoline powered vehicle.. Here is a picture of a Hydrocarbon Tail Pipe Sniffer Test, on the Vapor Camaro, which shows already very clean exhaust emissions without the use of any Catalytic Converters. In response to a question about electric cars, Michael wrote “Sure, but a Tesla doesn't burn gasoline, and has no tail pipe.” In response to another question, Michael wrote “You are describing a EGR system...Exhaust Gas Recirculating system. The Catalytic Converter will still clean the exhaust emissions by re-burning it a second time after combustion occurs in the engine. With the Vapor system in place, the Catalytic Converters will just have less exhaust gasses to clean.” In response to a discussion among members of the site, Michael disagreed with a member, writing “there is no absolute 100% complete combustion, with absolute zero exhaust emissions down to a molecular level, but we try to get as close as we can. You even stated your opinion on this in a recent post about Natural Gas cooking in a sealed house. You were correct. At some minute level, exhaust emissions will register on a very sensitive machine.” In response to another member, Michael wrote “I wouldn't worry about it. Don't waste your time, it wouldn't be worth it. You wouldn't see a mileage gain. Just running on 100% Gasoline Vapor produces very clean exhaust gas emissions, with no Catalytic Converters installed,” attaching the pictures below. In response to a question from a member, Michael wrote “I purchased my Camaro in the Summer of 2014. I have been running and driving my Camaro on a daily basis,with the Gasoline Vapor System installed since Summer of 2015. I have just completed a engine tear down inspection, where I removed both cylinder heads and all other top end parts. There is no evidence of any detonation or any other problems associated with running the engine on a straight Gasoline Vapor / air mixture. My experience is that the engine does not detonate at all, or have any problems with pre-ignition or over heating. The Heads that I used are made by Pro Comp, purchased from Ebay, and have Stainless Steel Valves with Ductile Iron valve seats. https://www.ebay.com/itm/SBC-fit-Chevy-350-Complete-Straight-Aluminum-Cylinder-Heads-220cc-64-Studs-G/292378973801?hash=item4413251669:g:KU0AAOSwpp1cn2LL I have no experience with early pre-smog/ pre-Unleaded Gasoline, cast iron heads with steel valves and non hardened valve seats, when using my Gasoline Vapor System.” EBAY.COM SBC fit Chevy 350 Complete Straight Aluminum Cylinder Heads 220cc 64 Studs G | eBay In response to a question about diesel, Michael wrote “Diesel is an oil, and if you add it to gasoline, it would cause the engine to smoke like it needs rings. My daughter once inadvertently added a few gallons of Diesel fuel to my 1978 Chevy truck, which had a gasoline powered 350 V8. It smoked like crazy.” 11/27/2019 In response to a question about SEMA, Michael wrote “I'm retired, SEMA is very expensive, and not in my budget currently.” In response to a post by a member, Michael wrote: “Great ! Now you need to get an Angle Grinder with a few 5 inch Metal Abrasive blades, and carefully cut off the rounded ends just to the outside of the welds which go around the perimeter of the case.. Next, you will need some 2.5 Inch Stainless Steel pipe for the inlet and outlet pipes on the side of the Heat Exchanger. You will need to carefully make an accurate thin cardboard template, for the 2.5" pipe, that matches the contours of the outer shell of the Heat Exchanger. · · I'm pretty sure that they are all made in the same factory The 48mm is 270 cfm , the Mikuni 42 mm is 215 cfm, Draw Through Turbo applications will draw more air and fuel.” 11/12/2019 The SECRET for complete - 100% - combustion of gasoline. The SECRET is HOMOGENIZATION. To create an HOMOGENEOUS gasoline Vapor / AIR mixture that is ready for COMPLETE COMBUSTION, the LIQUID Gasoline must first be ATOMIZED and drawn into or injected into the AIR STREAM. Then the AIR and Atomized Gasoline Liquid Fragments must be HEATED TOGETHER and simultaneously MIXED TOGETHER into one single HOMOGENEOUS CLEAR GAS at an Air / Fuel ratio of 14.7:1. . The Air and Gasoline Vapor mixture must reach a temperature of at least 250 degrees Fahrenheit.(or hotter). The Gasoline Vapor Mixture will now stay together as one Homogeneous gas, as long as it is kept hot.(250 degrees or more).Then, and only then will the Gasoline Vapor and Air mixture be ready to burn "COMPLETELY" inside the engines combustion chambers. I hope that you install the before and after the Heat Exchanger "Site Glasses". It will run BUT, it will make much less power because your engine will be inducting an Air and Gasoline Vapor Mixture that has expanded from being heated. Expanded means that it is thinned out or less dense. So your engine will be inducting LESS air and fuel and consequently, it will make less power. The Turbocharger artificially increases the DENSITY of the heated Air and Gasoline Vapor mixture using a mechanical method to compress the mixture thus increasing its density. Now you know why I don't sell systems. I am simply sharing information with the public...World Wide. If I were selling Gasoline Vapor Systems, I think that I would be shut down by now. In response to a question, Michael wrote: No, it doesn't increase the temperature of the engine.” 10/28/2019 Heat Exchangers, 3.0"- 30 tubes & 2.25"- 15 tubes Heat Exchanger for a Small Engine. 10/17/2019 http://pdfaiw.uspto.gov/.aiw?PageNum=0&docid=20190186439... PDFAIW.USPTO.GOV Patent Images I will continue to share information with the idea of creating public awareness. In response to a question, Michael wrote: “Well, I was going to sell kits, but I have been warned not to by many people.” 10/4/2019 https://www.difference.wiki/gas-vs-vapor/ DIFFERENCE.WIKI Difference Between Gas and Vapor – Difference Wiki On my Gasoline Vapor System, when you look into the site glass after the heat exchanger, there is nothing visible to the naked eye flowing through the pipe. Thjs article describes what happens in a common modern engine system, and not what happens with my Gasoline Vapor System. Secondly, modern engine systems clean much of the exhaust emissions after the engines combustion process occurs, when the exhaust gases are flowing through the Catalytic Converters. Any wasted fuel cleaned up in the catalytic converters, and the wasted fuel is not used to power the engine and move the vehicle. Whereas, my Gasoline Vapor System, because of complete pre-vaporization and complete oxygen mixing and integration, com-busts the Air and Gasoline Vapor mixture in the engines combustion chambers at the highest rate possible, which then moves the vehicle. Catalytic converters could also be utilized with my system for that matter. This article also states: " Incomplete combustion usually results from insufficient oxygen to achieve the perfect stoichiometric ratio." Yes, this is correct and this statement supports what I have been saying. In response to a question, Michael wrote: “Sorry, I don't know or remember what post you are referring to, or what the post was about. I do periodically clean up posts as the website quickly becomes overloaded with extraneous information that is not pertinent to the subject matter of this site. Then it becomes difficult to find things and to navigate through the site. So, I must occasionally go through and clean up the site. Re-post your question, and I will try my best to answer it.” In response to another question, “ Yes, it's true, regarding "Fuel Savers", there are a lot of scams and rip off's out there on the market, (99%),and this fact hurts my cause. But, If you believe what the man in the video says, there is no room for improvement to modern vehicles. This narrative is also not true. I am not selling anything. I am simply an old retired Mechanic who put my own money and efforts, years of work, and personal research into developing a system that improves fuel mileage and reduces automotive exhaust emissions. I have paid for all of this out of my own pocket. I built a Gasoline Vapor System in my own home garage. My system does work, it improves gas mileage and reduces exhaust emissions. It is not, in any way similar to the products disclosed on this video. I have no financial backing from any one. I have shared the results of my work and money spent with the public, free of charge. Videos like this one make it seem that all efforts to improve mileage and exhaust emissions are just a big Rip Off, and that all people who put forth such devices and innovations are all liars, cheats, and low life dirt bags. I sincerely disagree. This video stifles innovation and is discouraging. I think this guy could be a corporate shill for the automotive industry or Big Oil companies, who have been known to squash inventions like mine.” 9/26/2019 https://youtu.be/EBA8Frp9uuA YOUTUBE.COM Only Vapors Burn 1947 Chemistry of Fire US War Department Vapors in the process of combu I have a book on Wood Gas. 9/25/2019 Direct Fuel Injection, sprays a mist of liquid gasoline directly on top of the hot piston at / near Top Dead Center just when the Intake Stroke is starting its downward movement, so then, here is the problem: The engines pistons is moving up, stopping,then moving down and stopping, and then moving up again at a extremely high velocity. (Think of the velocity of a Hummingbird wing.) There is an extremely short period of time for the liquid gasoline mist to: 1) be sprayed onto the top of the piston and for the liquid gasoline to absorb heat from the hot piston, 2) completely change from small liquid fragments into a gaseous vapor, (Phase Change), 3) then completely 100% mix with air, (Oxygen integration), 4) then, after the piston reaches Bottom Dead Center, the mixture is then compressed by the upward moving piston, and then, Ignited by the Spark Plug Spark at near top dead center on the compression stroke, and then, on the power stroke, the gasoline and air mixture must Combust and expand evenly without detonation, in the 3 - 3.5 inches that the piston is moving up and down in the cylinder at a velocity of 3000 - 5000 feet per minute, and all...100% of the air and fuel mixture must be consumed by the combustion process, So, this is the reason that you CANNOT have COMPLETE COMBUSTION with a Direct Fuel Injection System, there is simply NOT ENOUGH TIME for all of these events to happen, (Completely), at the high speed that the piston is moving up and down in the cylinder... This is also why you Automotive Engineers install Catalytic Converters to clean up the uncombusted exhaust gasses after the Incomplete Combustion occurs. Utilizing my Gasoline Vapor System simply gives more Time and Space for Gasoline Vaporization, (Phase Change), and Oxygen Integration, (Mixing and Homogenization), to occur. The Gasoline Vapor System simply prepares the Air and Fuel Mixture by Pre-Heating and Pre-Vaporizing and completely Mixing the gasoline vapor with air, and then compressing the mixture BEFORE it enters into the engines combustion chambers. The Heat Exchanger gives the gasoline and air mixture more time for Heat absorption, and better mixing. There is simply more time and space for preparation of the air and fuel mixture which promotes complete combustion to occur in the engines combustion chambers. https://www.youtube.com/watch?v=BTv4i3h3uM4 YOUTUBE.COM Glass Head Engine with Turbo Sneak Peek Slow Motion 4K In this "Glass Engine" is is easy to see the Liquid Gasoline entering into the engines cylinder and the left over LIQUID un-combusted gasoline fuel remaining in the cylinder. The cylinder is still wet after the combustion occurs. If you look closely, you can see some of the excess liquid gasoline exiting the exhaust valve, (lower /smaller valve). Remember, liquid gasoline will not burn and only the Gasoline Vapor will burn and the correct amount of Oxygen must be present. Now, picture this in your mind, with my system installed, there would be no liquid gasoline entering into the Combustion Chamber cylinder. Only gaseous Gasoline Vapor completely mixed with Air would enter into the combustion chamber. And, when combustion occurs, their would be no un-burned liquid gasoline left to exit the exhaust port 9/24/2019 To achieve complete combustion in a gasoline powered Internal Combustion Engine, the gasoline must be 100% completely vaporized, and there must also be complete Oxygen mixing and integration with the gasoline vapor. This complete mixing is called Homogenization. Complete vaporization of gasoline occurs at 420 degrees Fahrenheit. The perfect air to gasoline vapor mixture ratio for complete combustion is 14.7 parts of Ambient Air to 1 part of Gasoline Vapor. This is a Bubbler System. The small heat exchanger is positioned after the Bubbler tank. This will only vaporize the lite ends of the gasoline. Transmission fluid will not get hot enough to completely vaporize 100% of the gasoline. A normal “healthy” lubricated transmission operates at or below 175 degrees; anything higher than this breaks down your transmission fluid. Now, when the light comes on indicating that your transmission is overheating, it means that your vehicle is functioning at 250 degrees, which is considered “extremely high” temperature. My system uses the hot exhaust gasses exiting the combustion chambers which is at about 500 degrees Fahrenheit. Most Gasoline Powered Internal Combustion Engines are less than 25% efficient. Stuey Montgomery If you are talking about a modern vehicle with Direct Fuel Injection, that sprays a mist of liquid gasoline directly on top of the hot piston at / near Top Dead Center just when the Intake Stroke is starting its downward movement, so then, here is the problem: The engines pistons is moving up, stopping,then moving down and stopping, and then moving up again at a extremely high velocity. (Think of the velocity of a Hummingbird wing.) There is an extremely short period of time for the liquid gasoline mist to: 1) be sprayed onto the top of the piston and absorb heat from the hot piston, 2) completely change from small liquid fragments into a gaseous vapor, (Phase Change), 3) then completely 100% mix with air, (Oxygen integration), 4) then, when the piston reaches Bottom Dead Center, the mixture is then compressed by the upward moving piston, and Ignited by the Spark Plug Spark at near top dead center on the compression stroke, and then, on the power stroke, Combust and expand evenly without detonation, in the 3 - 3.5 inches that the piston is moving up and down in the cylinder at a velocity of 3000 - 5000 feet per minute. So, this is the reason that you cannot have complete combustion with a Direct Fuel Injection System, there is simply Not Enough Time for all of these events to happen, (Completely), at the high speed that the piston is moving up and down in the cylinder... This is also why you need Catalytic Converters to clean up the uncombusted exhaust gasses after the Incomplete Combustion occurs. Utilizing my Gasoline Vapor System simply gives more Time and Space for Gasoline Vaporization, (Phase Change), and Oxygen Integration, (Mixing and Homogenization), to occur. The Gasoline Vapor System simply prepares the Air and Fuel Mixture by Pre-Vaporizing and completely Mixing the gasoline vapor with air, and then compressing the mixture BEFORE it enters into the engines combustion chambers. This allows for complete combustion to occur. 9/13/2019 A Catalytic Converter only helps to clean the exhaust emissions from an internal combustion engine after combustion occurs in the engine. The power that an engine produces is from the combustion, and the catalytic cleaning of the exhaust gas happens after the fact. This means that catalytic converters do not help in any way to power the engine or to move the vehicle. Catalytic converters do work and help to clean up exhaust emissions but, It is only a band aid fix. It would be much better to have the most complete and clean combustion possible first to power the vehicle, and then use the catalytic converters. It is a catalytic reaction that requires heat that changes the Carbine Monoxide and Hydrocarbons to Carbon Dioxide, H2O, and Oxygen. But it is not 100%. 8/22/2019 There is only one way to completely vaporize gasoline, that is the application of sufficient heat to create a "Phase Change" from a liquid state to a vapor. Even the "Lite Ends" of the gasoline that are engineered and formulated by Chemists to vaporize at very low temperatures require low heat to vaporize. In a Bubbler type system, just the friction of the air that flows through the liquid gasoline creates enough heat to vaporize the "Lite Ends". The "Heavy Ends" however require much higher temperatures to become completely vaporized. Oxygen is always a required component for combustion. This is why "Cold Vapor Systems" cannot vaporize all of the gasoline. https://www.hemmings.com/.../now-you-see-it-now-you-dont/ HEMMINGS.COM Now you see it; now you don’t | Hemmings Daily "The most common automotive fuel, gasoline, is not composed of uniform hydrocarbon molecules. Gasoline is actually a mixture of many different compounds that are distilled from crude oil, and each distilliate has a different vaporization temperature, or boiling point, at which the liquid changes to a vapor. Some parts of gasoline vaporize very easily at low temperatures to help get a cold engine started. Other parts have a much higher boiling point to prevent the fuel from vaporizing in the fuel lines in route to the engine" HOTROD Magazine, June 1984 6/8/2019 The vaporizer will work without the Turbocharger....BUT, the heated and Air and Gasoline Vapor mixture will be less dense, meaning it will be thinned out, expanded from the heat, and consequently the engine will make less power. The addition of the Turbocharger compresses the gaseous Air and Fuel mixture, thus increasing the Density of the Air and Fuel mixture which will restore engine power levels. In response to a question, Michael wrote: “ assertion that the Turbocharger also acts as a one way check valve is also correct.” Gasoline Vapor System without the Turbocharger. The "Spiral Corrugations" of each Internal Heat Exchanger Tube initiate complete heating, gasification, and homogenization of the Ambient Air and Gasoline mixture. A spinning Vortex of heated Gasoline Vapor and Ambient Air mixture flows through each of the 30 Hot Heat Exchanger tubes at a high velocity. 5/18/2019 I showed the Gasoline Vapor System Camaro at a Car Show today in Downtown Reno, Nevada. Mostly I recieved a very positive response. One guy was very boisterous that the government / Big Oil Companies are going to kill me. The really BIG car show is comming up soon, Hot August Nights in Reno, NevadA. My last test was 35.6 mpg highway. However I have made some significant changes since that test, which include changing the rear differential gear ratio from 2.41:1 to 2.73:1. I am also intending to change to a reduced ratio water pump pulley soon. My goal is 40 mpg. 5/1/2019 https://www.ebay.com/itm/T70-Turbocharger-Turbo-Charger-Exhaust-T3-V-Band-500-HP-Supra-RX7-RX8/161201644625?hash=item25885de451:g:CCMAAOSwuMZZG1t9 EBAY.COM T70 Turbocharger Turbo Charger Exhaust T3 V-Band 500+ HP Supra RX7 RX8 | eBay 5/1/2019 https://www.ebay.com/.../Manzo-Fits-Small.../1637478190... EBAY.COM Manzo Fits Small Block V8 Twin Turbo Header Manifold Tp-114 for sale online | eBay Find many great new & used options 5/1/2019 https://www.ebay.com/itm/323686652988?ul_noapp=true EBAY.COM Outdoor Wood Furnace Boiler Stainless Steel Pool Heat Exchanger | eBay This product has a1.5 year warranty against manufacturer's defects. Pool/Spa/Hot Tub Heating. Water Heating. Solar Hot Water Heating. Forced Air Heating Systems. Floor Heating. 5/1/2019 Dash Mounted Cable Pull Handle used to Open and Close The Cable Operated Wastegate Control Valve. Also pictured are the the Pyrometer Guage and the Air / Fuel Ratio Guage. In response to questions, Michael wrote: “It diverts the exhaust gases before entering the side of the heat exchanger, as a method of controlling the temperature of the Air / Fuel mixture.” “Yes, it has a choke. The answer to that question goes to the formulation of gasoline. Gasoline is an engineered "Compound", .... a mixture of many different parts. Some of the constituent parts of gasoline vaporize at very low temperatures, (the lite ends), some at medium temperatures, (the Medium ends), and some at high temperatures, (the Heavy Ends). When you start any cold gasoline engine, it initially starts and runs only on those constituent parts that vaporize at the lower temperatures. As a gasoline engine warms up, it will then run on those parts of the gasoline that vaporize at medium, and then, higher temperatures. When a gasoline engine reaches full operating temperature, it should completely heat and vaporize all of the gasoline. Of course it does not, but my Gasoline Vapor System does completely heat 100% of the gasoline, and also completely mixes the heated gasoline vapor with Oxygen from ambient air.” “ Yes, an automatic solenoid valve controlled by a Pyrometer switch would work. Mikuni doesn't make an electric choke setup for the HSR carburetors. It would need to open the valve if the temperature were to exceed 300 degrees Fahrenheit.” “Spontaneous combustion of gasoline does not occur until the gasoline reaches 495 - 536 degrees Fahrenheit, and Oxygen must be present for ignition / combustion.” ”1) Ebay special - no known brand, probably Chinese, 2) Yes, it can be wired for switching control.” https://www.ebay.com/itm/Digital-EGT-Thermometer-12V-DC-Pyrometer-Temperature-Control-Gauge-Auto-Meter/112678370928?epid=12031096643&hash=item1a3c277e70:g:TLkAAOSwh1paKZU- EBAY.COM Digital EGT Thermometer 12V DC Pyrometer Temperature Control Gauge Auto Meter | eBay 5/1/2019 https://www.ebay.com/itm/T70-Turbocharger-Turbo-Charger-Exhaust-T3-V-Band-500-HP-Supra-RX7-RX8/161201644625?hash=item25885de451:g:CCMAAOSwuMZZG1t9 EBAY.COM T70 Turbocharger Turbo Charger Exhaust T3 V-Band 500+ HP Supra RX7 RX8 | eBay 5/1/2019 https://www.ebay.com/.../Manzo-Fits-Small.../1637478190... EBAY.COM Manzo Fits Small Block V8 Twin Turbo Header Manifold Tp-114 for sale online | eBay Find many great new & used options and get the best deals for Manzo Fits Small Block V8 Twin Turbo Header Manifold Tp-114 at the best online prices at eBay! Free shipping for many products! 4/19/2019 http://www.free-energy-info.com/Wagner.pdf... FREE-ENERGY-INFO.COM www.free-energy-info.com 4/18/2019 In the Summer Time, when it is hot outside, have you ever opened your gas cap and experienced a pressure release, a swooshing sound exiting your gas tank ? That is Gasoline Vapor being released into the air, and that is what a Gasoline Vapor System uses to run an engine on. It is milar to Natural Gas or Propane gas. The gasoline vapor in your tank is caused by the heat generated by the hot summer sun. The sun heats the black asphalt that you are driving your car on. The black asphalt can be heated by the Sun to over 160 degrees Fahrenheit. The AIR above the asphalt then also becomes heated from close contact with the hot asphalt. Hot air rises. So.as you drive down the road, hot air is rising, and constantly heating the gas tank located under your car. You are also driving over little bumps and ripples in the road, which is constantly sloshing your gasoline around in your gas tank, thereby mixing it. So, in the summer time, your gasoline is constantly being heated and mixed inside your gas tank, as you drive. This is what causes the gasoline in your gas tank to emit gasoline vapor from liquid gasoline, and this can build up pressure in your cars gas tank. 4/12/2019 Ray Covey was correct. The "Sweet Spot" temperature for heating and vaporizing the gasoline is 250 - 260 degrees Fahrenheit. To heat the Fast Moving Gasoline & Air to 250 - 260 degrees Fahrenheit, the applied heat has to be as hot as 500 degrees Fahrenheit. There must also be a large physical surface area of high temperature between the Air /Gasoline mixture and hot contact surface. The Air /Gasoline mixture needs time and a large enough heated contact area to be thoroughly and completely heated. In response to a question, Michael wrote: “From the Internet: ‘The normal operating temperature of transmission fluid should be between 160 to 200 degrees.’" 4/6/2019 Here's a copy of Ray Covey's book: ray_coveymk1mk2mk5.pdf http://www.rexresearch.com/coveycarbur/covey.html REXRESEARCH.COM Ray COVEY : Vaporizer / Carburetor ~ 4 patents Sounds similar to the Ray Covey Mark 5 system. 30 mpg is what a much liter 4 cylinder vehicles would get. You should be very happy with that result. This is the company that I purchased the Heat Exchanger from. Call : 920-838-4205 FREEHEAT4U.COM Anderson's Outdoor Wood Furnace: Water to air heat exchanger 3/28/2019 3/19/2019 YOUTUBE.COM See Through Catalytic Converter Ever wonder what's happening inside your catalytic converter? I Make https://www.youtube.com/watch?v=_BhjTlgaZzk YOUTUBE.COM ONLY VAPORS BURN
YOUTUBE.COM Flammable Vapors of Gasoline 1965 Flammable Vapors of Gasoline 1965 Only the Gasoline Vapor Burns, not the Liquid Gasoline. https://youtu.be/4bD5XTA5CSM YOUTUBE.COM making gas vapor or fumes by heating the fuel My gasoline Vapor System uses, (usually wasted), FREE Exhaust Heat produced by the engine, to heat both the liquid Gasoline and Air Mixture to 250 - 300 degrees Fahrenheit instantly, inside the Heat Exchanger before it flows into the engines combustion chambers. Exhaust gas temperatures exiting the engines can easily exceed 500 degrees Fahrenheit, and the heat must be controled. This is a Google Immages picture ment only to illustrate how hot exhaust manifold temperatures can get. This picture is of a Jaguar 6 cylinder engine. Oxygen is a very important part of the equasion. Without Oxygen, Gasoline Vapor will not combust. Atmospheric air contains about 21 percent Oxigen. If you were to mix cool outside air with heated Gasoline Vapor, it will cool down the heated vapor and make it condense back into liquid form. This is why you must heat the air also. My system atomizes the gasoline and mixes it with the outside air first, and then heats both the atomized gasoline and the atmospheric air together, making a "Homogeneous" gaseous air & fuel mixture. 1) Exhaust gas temp's are in the normal operating range. 2) I do not use water injection. 3) I use a stock configuration, all stainless steel exhaust system. 4) The exhaust temp after the heat exchanger is in the 160 degree Fahrenheit range. Much of the heat is transfered to the Air / Fuel mixture. Below is a picture of the temperature of the exhaust pipe directly after the heat exchanger. 2/21/2019 Some of Michael Vannozzi's 17 previous Gasoline Vapor System prototypes +21 The systems that were heated by Hot Radiator Fluid did not get hot enough to completely vaporize all of the gasoline. The Radiator fluid also took a long time to get hot. The Aluminum Air to Water Intercooler had an aluminum heater core inside, and the waxy residue from the gasoline would build up and could not be completely cleaned out without damaging the fragile aluminum internal heater core. The Spaghetti System actually did work, but with all of the seperate lines, it was just too complicated. The photos of a Cold Gasoline Vapor System that I built early on. The Cold Vapor System would only vaporize the light ends, and would not vaporize the heavy ends of the gasoline...you must have high heat for complete vaporization. The last photos are of the Gasoline Vapor System without the turbocharger. Because the Heating of the Air & Gasoline Vapor Mixture reduces Vapor Density, the engine was significantly down on power.The Turbocharger in the final design is required to increase the Air & Gasoline Vapor Density to restore engine power. That's for sure, now 4 years and approching 36 thousand dollars. I am bringing the car to the paint shop tomorrow. I have also just ordered new upholstery, new carpet, head liner and interior stuff. Save your Money and save your Time...learn from my failures and sucesses... what works and what doesn't work. I am sharing my knowledge with everyone, free of charge. 2/1/2019 It is possible to inject hot Gasoline Vapor, but you still must heat the incoming air and mix the hot air together with the hot Gasoline Vapor. Then you must compress the expanded mixture to increase Air / Vapor Density Smoke Machines do not produce complete gasification of liquid gasoline into a clear invisible gaseous state. Smoke machines use high frequency vibration to a very finely atomize liquids into a white smoke like liquid vapor. Atomized liquid is still a liquid. Only the application of significant heat to a liquid can produce a complete phase change into a clear invisible gaseous form. In response to a question, Michael wrote: “ No, because the gasoline must be heated to a temperature that produces a complete Phase Change of the liquid into a completely gaseous state. The Ambient Air must also be heated to the same temperature simultaneously. The two hot gasses must then be completely mixed together into a completely integrated homogeneous mixture having the same heated temperature. The two heated gasses expand greatly from the application of heat, and therefore must be compressed together to increase Fuel Density so that engine power levels can be maintained. Direct Fuel Injection cannot allow this process to occur, because their is simply not enough time in the milliseconds that it takes after induction into the engines cylinders to completely gasify the liquid gasoline and allow for complete Oxygen Aeration, and Integration of the mixture and then Artificial Compression of the gaseous mixture to increase Fuel Density. An external apparatus must be utilized.” 1/13/2019 Stainless Steel Heat Exchanger, 30 - 3/8 inch internal tubes with "Spiral Corrugations". The Heat Exchanger is 3 inches wide X 14.5 inches long The Air and Gasoline mixture is equally divided into each of the 30 tubes, where it is drawn in by Engine and Turbocharger vacuum. Because of the spiral corrugated tubes, the Air and Gasoline vapor mixture spins within each tube, creating 30 individual Vortexes, which facilitates complete MIXING and UNIFORM HEATING of the Air and Gasoline vapor mixture before induction into the Turbochargers Compressor. Five Hundred degree HOT EXHAUST GASSES flow into and out of the sides of of the Heat Exchanger, heating the 30 Tubes and the Air and Gasoline Vapor mixture flowing within the tubes, to a temperature of 250 - 300 degrees Fahrenheit. There is Zero liquid gasoline entering into the Turbocharger Compressor.
Those are V-band Clamp flanges, widely used in Turbocharger applications. The Carburetor is jetted to a 14.7: 1 Air Fuel Ratio mixture. In response to a question, Michael wrote :”Yes, I have leaned it out, and it runs fine at 16:1 Air Fuel Ratio. When you go too lean, it loses power and drive-ability.” In response to questions, Michael wrote: “ From the Carburetor” “The Carburetor is jetted to a 14.7: 1 Air Fuel Ratio mixture.” “ have you tried leaning it out? Due to the fact the combustion is actually taking place During the power stroke, fuel mix seems to be different. Pressure effects it massively so hopefully your turbo is pretty steady? On constant RPM mot… “ and “ Yes, I have leaned it out, and it runs fine at 16:1 Air Fuel Ratio. When you go too lean, it loses power and drive-ability.” “The Stoichiometric ratio of gasoline does not change when gasoline is vaporized. It is a "Mass Ratio". Also, Gasoline will only combust if it is in Vapor Form, because liquid gasoline will not combust, but only the vapor emitted from the liquid gasoline will combust. Oxygen is also required for combustion.” “Not when using a carburetor. A Stand Alone Throttle Body Fuel Injection from a motorcycle can be used with my system. The Stand Alone computer would then adjust the real time Air / Fuel ratio.” “Some computerized Fuel Injection systems adjust the ignition timing and other operating parameters.” And “The Air / Fuel mixture spins in a clockwise direction.” 10/2/2018 To: Gasoline Vapor Systems group members, Please kindly invite your friends to join our group. Thank you, Michael Vannozzi 10/2/2018 To: Gasoline Vapor Systems group members, Please kindly invite your friends to join our group. Thank you, Michael Vannozzi The engine is running at a perfect 14.7 : 1 Stoichiometric Air / Fuel Ratio. The temperature of the Air / Gasoline Vapor mixture is 274 degrees Fahrenheit. Michael Vannozzi Intake Manifold Temperature 249 degrees Fahrenheit. Exhaust Manifold Temperature exiting the cylinder head, (Turbocharger Side), is 560 degrees Fahrenheit. Carburetor Temperature 59 Degrees Fahrenheit This temperature is higher than usual because I shut the engine off and let it sit for 10 minutes while I got my camera. The carburetor heated up from residual heat emitted from the heat exchanger. Usually when running, the carburetor stays about 34 to 37 degrees Fahrenheit.Heat Exchanger Exhaust Exit Pipe Temperature is 157 Degrees Fahrenheit. At this point, most of the exhaust heat has been transfered to the air / gasoline mixture. Exhaust Heat Temperature going into the primary heat exchanger is 447 Degrees Fahrenheit. Heat Exchanger Temperature on the outside of the insulation is 249 Degrees Fahrenheit. Summit Racing or JEGS 14.7:1 is the exact amount of air to completely com-bust 100% of the Gasoline mixture. This is called the Stoichiometric ratio, and is leaner than most factory settings. Most if not all production gasoline powered Internal Combustion engines do not consume 100% of the gasoline in the Internal Combustion process. Most production gasoline powered engines are also less than 25% efficient. Don't believe everything people claim. Many claims are fraudulent and unverifiable / unprovable. Many systems that you see on Youtube are also unsafe. I looked at John Weston's system. It appears to be a conventional "Bubbler" type system, which we already know only vaporizes the light ends of the gasoline, and will not vaporize the heavy ends of the gasoline. This means that their will be residual heavy gasoline, that will contain high concentrations of "Olefins" and "Parrifins" that will not vaporize with his system. A Pyrometer. http://thesensorconnection.com/.../superlite_egt_meter.shtml THESENSORCONNECTION.COM The Sensor Connection EGT Probes Motorsports Sensors and Gauges Yes: Yes, True. Actual air pollution has nothing to do with it, it's political. · I dont believe in mixing two totally different gasses, with two totally different combustion rates. Hydrogen combusts in an instantanious explosion, whereas, gasoline vapor expands slowly and evenly. If gasoline were to explode this is called "Detonation" or "Pre-Ignition", and can damage internal engine components. https://youtu.be/Grb5lqVGYeU YOUTUBE.COM 4th Of July 2016 HHO Gas 48 Inch Beach Ball Explosions Celebration 4th Of July 2016 4th Of July 2016 HHO Gas 48 Inch Beach Ball Explosions Celebration 4th Of July 2016 https://youtu.be/G6M1RDzjSJc YOUTUBE.COM Gasoline vapors are heavier than air - demonstration · · The first video demonstrates the instantanious explosion of Hydrogen. The second video demonstraits the Ignition / Expansion of Gasoline Vapor. Notice how the heavier than air Gasoline Vapor burns in a straight line up the trough, and it does not have an instantanious explosion. https://youtu.be/KMsXFRagQtQ YOUTUBE.COM Gas vapors demonstration It is a common myth that Gasoline explodes in the engines cylinders, it should not, it should expand evenly in the engines cylinders when ignited. Adding Octane to gasoline slows down the combustion of gasoline, reducing the occurance of detonation. I open the Exhaust Bypass Valve to cool down the A/F mixture. Yes, and the gas mileage goes down. The target temperature for my system is 250F. Don't forget that the preheated and mixed Air/Vapor mixture is heated a final time to approximately 420 degrees in the combustion chamber. The combustion, (flame), temperature of gasoline can exceed 1400 degrees Fahrenheit. The very hot aluminum pistons and combustion chamber components also act to increase the temperature of the Air / Vapor mixture by physical contact in the final stage before combustion occurs. A member asks about leaner A/F ratios. Michael responds. “ Yes I have experimented with leaner A/F ratios. The same Air Fuel Ratio of 14.7:1 applies to Gasoline Vapor. The idea that engines require extra uncombusted fuel left in the combustion chamber to help the engine run cooler is a myth, and is completely false. I am not running my engine lean. I am running my vapor engine at the perfect stoichiometric ratio for gasoline. Complete combustion actually allows the engine to run normal combustion temperatures, or even cooler combustion temperatures because their is no detonation occurring. Extra fuel, meaning the engine runs rich, only wastes fuel, causes an engine to produce excess Hydro-Carbons that causes smog, turns your engine oil black, Carbon fouls engine parts and costs the consumer money for extra gasoline that is wasted. The Vapor engine doesn't have higher chamber temperatures, and I haven't had any problems with detonation.Their is no detonation because there is no uncombusted gasoline left in the chambers to detonate.The Gasoline Vapor engine utilizes 100% of the gasoline to power the engine, as evidenced by my tail pipes that are completely clean with no soot residue, and near zero Hydro-Carbons on the smog machine.” 3/17/2017 The book : Fuel Economy of the Gasoline Engine by D.R. Blackmore & A.Thomas is now available on EBay. The book was written and compiled from the engineers at Shell oil, and describes automobiles and technology that achieved 149.95 mpg, 244.35 mpg, 376.59 mpg, & 1141 mpg. Please look at the hidden comments on this subject. http://www.ebay.com/itm/Reduced-from-49-99Fuel-Economy-ofthe-gasoline-engine-D-R-Blackmore-and-A-Thomas-/132105691184?hash=item1ec21ce030:g:cz8AAOSwImRYd6Yh EBAY.COM Reduced from 49.99Fuel Economy of the gasoline engine D.R. Blackmore and A.Thomas 9780333220221 | eBay Reduced from 49.99Fuel Economy ofthe gasoline engine D.R. Blackmore and A.Thomas 9780333220221 | eBay I bought one of these books, and am reading it now. http://www.rexresearch.com/auto2/blackmoreconomy.pdf FREE * FREE * FREE * FREE* Just Print IT ! Page 221 Click on the image to enlarge. Page 222 Click on the immage to enlarge 1947 Studebaker that gets 150 mpg, and a New Toyota Prius gets 49 mpg. What the hell is going on? Page 223 Any person who is interested in educating themselves about increasing the efficiency and gas mileage of their automobile should buy and read the book: Fuel Economy of the Gasoline Engine by D.R. Blackmore & A.Thomas . These excerpts from the book illustrating high gas mileage examples . The book is currently available on EBay. 12/19/2017 PLEASE COPY ALL OF THIS INFORMATION TO DISK, SAVE IT TO YOUR HARD DRIVE, AND PRINT IT OUT, SO THAT IF SOMTHING BAD HAPPENS TO ME, ALL OF THIS INFORMATION WILL NOT BE LOST. THANK YOU. Michael Vannozzi's Patent Pending Gasoline Vapor System designs. Please view the comments below for more illustrations. Thank you. , Low boost levels would not adversely effect a stock GM 350 engine. Yes, it would run fineAll gasoline powered engines, ever made in the history of the world, only run on the vapor emitted from gasoline, and not on liquid gasoline. This is because Gasoline will not combust when it is in a liquid state. Gasoline that has been vaporized by the application of heat, creates a "Phase Change" - from a liquid state to a gaseous state. This gaseous state of gasoline is what we call gasoline vapor. We know that a gasoline engine will only run on the gasoline that has been vaporized by heat, and mixed with Air, (oxygen), and not on the residual gasoline that remains a liquid when it enters into the combustion chamber. This Uncombusted gasoline is where the inefficiency lies. Uncombusted liquid gasoline mixes with carbon soot from the combustion process. This is what is called Hydrocarbons, and is a major cause of SMOG that mostly exits your cars tail pipe.. Additionally, some of liquid gasoline / soot Hydrocarbon mixture is pushed down between the gap in your piston rings by cylinder pressure, into your engines crankcase, and is what turns your engine oil black. So, it stands to reason that If your engine is not burning 100% of the gasoline to power your vehicle, then it is wasting fuel. The only way to burn 100% of the Gasoline, is to completely vaporize 100% of the gasoline first, and thoroughly and completely mix it with Air before it ever enters into the engines combustion chambers. There is simply not enough time in the milliseconds that an engines piston moves up and down in the cylinder, at a high velocity, to vaporize all of the residual LIQUID gasoline that enters into the engines combustion chambers.. https://youtu.be/NOTWg3Krww0 YOUTUBE.COM Flammable Vapors of Gasoline 1965 Flammable Vapors of Gasoline 1965 https://www.youtube.com/watch?v=_BhjTlgaZzk... YOUTUBE.COM ONLY VAPORS BURN ONLY VAPORS BURN https://youtu.be/4bD5XTA5CSM YOUTUBE.COM making gas vapor or fumes by heating the fuel https://youtu.be/GeDzWuQ-CUQ YOUTUBE.COM Flash Point Demonstration 1948 Chemistry of Fire US War Department https://youtu.be/vFPs4xsED74 YOUTUBE.COM Only Vapors Burn 1947 Chemistry of Fire US War Department Only Vapors Burn 1947 Chemistry of Fire US War Department https://youtu.be/MWkG_sJ1i2M YOUTUBE.COM Flammable Range Demonstration 1947 Chemistry of Fire US War Department Flammable Range Demonstration 1947 Chemistry of Fire US War Department https://youtu.be/Rpm_L6WiYtw YOUTUBE.COM Pyrolysis Demo Pyrolysis Demo https://youtu.be/6Dn0CW-KbvY YOUTUBE.COM Why do candles burn? Why do candles burn? 4/17/2019 Automotive. This Group is about Greatly Increased Fuel Economy + More Horse Power + Zero Exhaust Emissions, Less Oil Changes ! 4/13/2019 The exhaust gas heated physical contact area of my primary Heat Exchanger is: 1) The circumference of heat exchanger tubes is 1.25 inches, 2) The length of the Heat Exchanger Tubes is 14 inches, 3) the number of Heat Exchanger Tubes is 30. So, 1.25 X 14 = 17.5 square inches per tube. Then 17.5 X 30 tubes = 525 square inches of heated contact area. Remember also that each Heat Exchanger Tube has "Spiral Corrugations" that promote the spinning of the Air and Gasoline mixture while flowing through each tube. To heat the FAST MOVING Gasoline & Air mixture to 250 - 260 degrees Fahrenheit, the applied heat has to be as hot as 500 degrees Fahrenheit. There must be a large physical - high temperature surface contact area for the the fast moving Air /Gasoline mixture to flow over and make contact with. The Air /Gasoline mixture needs enough time and a large enough heated contact area to be thoroughly and completely heated and mixed. Yes, a rifle bore brass brush, and solvent. · · Intake Manifold Gaskets with Aluminum Inserts to transfer the heat from the Aluminum Cylinder Heads to the Edelbrock Aluminum Intake Manifold. Intake manifold with heater coil positioned under the plenum. Heater Coil exposed. 4/10/2019 https://l.facebook.com/l.php... LEGENDARYCOLLECTORCARS.COM Smokey Yunick’s Hot Vapor Fiero; 51 mpg and 0-60 in less than 6 Seconds! See and hear it run in our exclusive VIDEO! - Information on collecting cars - Legendary ____________________ 3/28/2019 Update: I have had the Camaro painted the original metallic blue. All body work has been done. I am now replacing all of the interior components. I am preparing to show the car with the Gasoline Vapor System at car shows. https://youtu.be/JEcbwvNaxE8 YOUTUBE.COM Chasing a Landspeed Record at Bonneville with a 1100hp Camaro! - Roadkill Ep. 20 ________________________________________________________________ 3/21/2019 When you heat gasoline it will produce gasoline vapor from liquid gasoline. The more you heat the gasoline, the more vapor it will produce. The object is to vaporize 100% of the gasoline for maximum efficiency. Complete vaporization of gasoline is accomplished at a temperature of 420 degrees Fahrenheit. You could actually produce too much gasoline vapor. My Camaro originally came with a GM Quadrajet, 750 cfm carburetor that put out a very large quantity of gasoline. If I were to vaporize all of the gasoline that the Quadrajet carburetor put out, It would overwhelm the Chevy 350 engine with too much gasoline vapor. This is the reason that I am now using a 215 cfm Mikuni 42mm Motorcycle carburetor. YOUTUBE.COM making gas vapor or fumes by heating the fuel what tom ogle did back in the 70 s he was getting high mileage o My Gasoline Vapor System design has a "Draw Through" Turbocharger system. The Air and Gasoline Vapor is drawn in to the Turbocharger from the Carburetor , and then through the Heat Exchanger, and finally into the Turbocharger Compressor Housing. The now heated Air and Gasoline Vapor mixture is then forced into the engines combustion chambers under low boost pressure. If you were to increase the Turbocharger Boost level, you would also be increasing the Turbocharger Vacuum Draw. This would draw in a larger quantity of Air and Gasoline Vapor into the engine. This would then reduce the vehicles Gas Mileage significantly. This would be antithetical to the goals of why I built this system, which are: 1) Increased Gas Mileage, 2) Reduced Exhaust Emissions, 3) acceptable engine horse power levels, 4) less engine oil changes. I used a EMUSA T70 Turbo from Ebay. 2/23/2019 Many other components of your car, that can hurt your gas mileage must be considered. Things that will negatively effect your gas mileage include: 1) A very low rear differential gear ratio, 2) wide tires / road friction, 3) a very heavy vehicle, moving a heavy mass, 4) a high profile vehicle that has a poor aero dynamic design, 5) parasitic accessories that rob engine power, 6) an inefficient Transmission that robs engine power, no overdrive, heavy Automatic Transmissions, heavy internals, truck transmissions with low gear ratios, 7) unnecessary excess weight being carried in your vehicle, Junk in the Trunk, 8) Open windows / aero Dynamic drag, 9) engine oil that has too thick of a viscosity, 10) agressive driving habits, putting the pedal to the metal , driving fast, 11) Sitting at stop lights / Idling for long periods of time. 12) Running a Rich Air / Fuel Ratio, 13) your engine needs a Tune Up / Spark Plugs, 14) Dirty Air Cleaner, 15) Under inflated Tires / Off Road Tires with agressive tread design that causes excess road friction, 16) Jack Rabbit take offs from a stop, 17) Overly Large engine size, heavy engine weight, large cubic inches, 18) Agressive Camshaft Profile / Overlap, 19) High Engine RPM, 20) inefficient Radiator Fan, 21) restrictive exhaust system, 22) making multiple unnecessary trips, not planning your trips / route to reduce distance traveled, 23) Full Time all wheel drive / extra friction, 24) 1/23/2019 11/17/2018 · The Turbocharged version makes more power. I have not put the engine on a dyno. The vapor system without the turbocharger was down on power significantly. The vapor system with the Turbocharger makes more power than stock. 9/1/2018 The Air must be Heated. The gasoline must be atomized and then heated. The air and gasoline must be emulsified,(Thoroughly mixed together). The gasoline and air must be introduced to the engine in correct proportions. The air and gasoline must be heated to the same temperature of 250 to 300 degrees Fahrenheit.. The gasoline and air that has been mixed together must be kept hot, so that the gasoline will not revert back to liquid form, (condense), before combustion. The Gaseous heated air and gasoline mixture must then be compressed to increase the Fuel Density so that no power loss will occur from heat expansion. Direct injection will not allow the complete emulsification of the air and gasoline vapor mixture, because the air is introduced through one orifice,(cold), and the gasoline is atomized from seperate multiple orifaces. Throttle body fuel injection can be used when placed before the heat exchanger (where the carburetor in currently located), on my system. In my system the carburetor never gets hot because it is seperated by two silicone rubber hoses and the four inch long expansion chamber, which gets cold from an evaporative cooling effect caused by the emulsification of the atomized liquid gasoline being mixed with in flowing air. A member asks about changing carburetors from a larger one to a small one. Michael answers “Re-jetting to obtain the correct Stoichiometric A/F ratio is always required when changing carburetors.” 7/22/2018 Side Views. https://www.ebay.com/itm/reece-fish-carburetor/332706175090?_trkparms=aid%3D111001%26algo%3DREC.SEED%26ao%3D1%26asc%3D20160727114228%26meid%3D2b56b5a9c6d74b5b9974985a04d60308%26pid%3D100290%26rk%3D1%26rkt%3D1%26sd%3D332706175090%26itm%3D332706175090&_t… See More EBAY.COM reece fish carburetor | eBay The Reece Fish Carburetor has a float bowl that can be rotated which allows it to be used in side draft applications. Flex-A-Lite is the brand, and are available at Summit Racing & JEGS Auto Parts. Underdrive pulleys are a good idea as long as there is enough waterpump flow to cool the engine, and the alternator consistantly spins fast enough to recharge the battery. Underdrive pulleys are usually used in drag racing, where the cars are only racing 1/4 mile at a time, and may not perform well in day to day stop and go driving. I used an underdrive setup in my drag race car because it was throwing V-belts at about 7500 RPM. Pre-heating Diesel fuel helps it to flow better, due to cold gelling problems in cold climates. It is not as good an idea to heat gasoline before being pumped into a carburetor because the light ends of the gasoline vaporize at very low temperatures, and this can cause percolation and vapor lock problems in the carburetor and/ or fuel lines. https://www.engineeringtoolbox.com/fuels-boiling-point-d... ENGINEERINGTOOLBOX.COM Fuels and Boiling Points Yes, I'm thinking about installing underdrive pulleys also. The Mikuni 48mm Carburetor does not "choke it down" because when you heat the air and fuel mixture it expands greatly. The target temperature for the air and gasoline vapor mixture is 250 degrees Fahrenheit, which will expand 80 times in gaseous form. Stand Alone Throttle Body Fuel Injection will work perfectly with my system. In a "Draw Through" Turbo system, the Turbocharger pulls in much more air than the factory carburetor's "Naturally Aspirated" c.f.m. rating. The factory rating for the Mikuni 48mm is 270 c.f.m. I went through a series of jets to bring the Air / Fuel ratio in line with the Stoichiometric 14.7:1 ratio. I then went to the largest jet available from Mikuni, and that was still not large enough. So I ended up drilling out a factory Main Metering Jet to approximately twice the size of the largest factory jet. The small carburetor orofice is also important to maintain high Air / Fuel velocity from such a long extension, (24 inches), to the Intake Manifold. Artificial vacuum from the Turbo helps. I doesn't need to flex. It have had no problems. It is an extension of the intake manifold, and the headers are bolted directly to it It is not affected by engine movement.. A flow diagram. When I have more time, I will draw up a flow chart. Dual Exhausts to the mufflers. so one bank only feeds the turbo and the other bank feeds the heater ? Correct. “ Nice! It is because of the turbo charger. Do you inject hot water vapor? “ No, not currently, only gasoline vapor and heated air. Question: so one bank only feeds the turbo and the other bank feeds the heater ? Answer: Yes. 4/14/2018 Think about a Hot Air Balloon. The Hot Air Balloon pilot uses Fire to heat up the air being blown into the Hot Air Balloon. When the air gets hot from the fire, the air expands greatly, inflating the Balloon. The heating of the air causes the expansion, which also means the air molecules move farther apart from one another. Besides being expanded, the hot air is also less dense than cold air. So, a cubic foot of the hot air actually contains less air than a cubic foot of cold… See More This is the reason why you need a Turbocharger to compress the Hot Air and Gasoline vapor, because without the Turbocharger, your engine would be drawing in a thinner, less dense Air and Hot Gasoline Vapor mixture, and consequently, your engine will make less power, because it will be running on a lesser quantity of air and fuel. The Turbocharger increases the density of the Hot Air and Hot Gasoline Vapor mixture, by mechanically compressing it , (moving the molecules closer together), and forcing the compressed Hot Air and Gasoline Vapor mixture into your engine.( Forced Induction ) It is the larger space between the molecules that make the hot air lighter. The molecules move farther apart from each other from heat expansion. That is why, for a given heated air space, their are less molecules in that space, and therefore it is lighter than cooler more dense air. Conversely, when you compress air, the molecules are packed more tightly together, and the atoms of the molecule rub against one another, causing friction that heats the air. This is why compressing the air through a turbocharger, or compressor heats the air. 12/17/2018 https://youtu.be/fY6stOum0wM CAUTION, THIS IS VERY DANGEROUS ! GASOLINE VAPOR SYSTEMS MEMBERS AND MICHAEL VANNOZZI ARE NOT RESPONSIBLE FOR ANY INJURY OR PROPERTY DAMAGE ASSOCIATED WITH ANYONE ATTEMPTING TO REPLICATE THIS VIDEO EXPERIMENT. THIS VIDEO IS POSTED FOR EDUCATIONAL PURPOSES ONLY ! YOUTUBE.COM Distilling Gasoline Here in Costa Rica there is no way to get Coleman Fuel or white gasoline, so I was forced to search an alternative to such fuels. Due to the fact that import... This Dark Goo is what causes much of the problems when using Gasoline Vapor. 12/18/2018 Every single gasoline powered engine ever built in history only will run on the vapor of gasoline, and not on liquid gasoline. This is because Liquid Gasoline will not burn. Only the vapor emitted from liquid gasoline will burn. Oxygen must also be present. To completely vaporize liquid gasoline, significant heat must be applied. Complete and total vaporization of gasoline happens at a temperature of 420 degrees Fahrenheit. YOUTUBE.COM Driving on Gas Vapor Driving on Gas Vapor https://youtu.be/Ke0MGmUr3SU YOUTUBE.COM Gas Vapor Car Gas Vapor Car https://youtu.be/1fa-k2QoFU0 YOUTUBE.COM Gasoline Vapor Systems Gasoline Vapor Systems https://youtu.be/o7o477GFQpY YOUTUBE.COM Gas Vapor Engine 12/4/2018 Aeration, is where air circulates through, becomes mixed with, or dissolves in a liquid..... So, when you atomize the liquid gasoline, and syphon it into the fast flowing air, it will emulsify the tiny liquid gasoline particles into the air. It becomes an emulsion, and the liquid gasoline is in suspension in the flowing air. The atomized liquid gasoline has become completely mixed with the air. Now if you apply high heat, and heat the emulsifed components together at the same time, the atomized liquid gasoline will become a gaseous vapor, mixed with the gaseous air. This is called Homogenization. The air contains about 21% Oxygen. When you then ignite (with a spark), the gaseous heated air and gasoline vapor mixture, you will have complete combustion of the gasoline. YOUTUBE.COM The Venturi effect The Venturi effect https://youtu.be/Qz1g6kqvUG8 YOUTUBE.COM Venturi effect and Pitot tubes | Fluids | Physics | Khan Academy Venturi effect and Pitot tubes | Fluids | Physics | Khan Academy So, when you atomize the liquid gasoline, and syphon it into the fast flowing air, it will emulsify the tiny liquid gasoline particles into the air. It becomes an emulsion, and the liquid gasoline is in suspension in the air. The atomized liquid gas… https://youtu.be/cEBO-ALSyzI YOUTUBE.COM Oxy Fuel Cutting Basics Oxy Fuel Cutting Basics An Oxy / Acetylene torch also mixes together a flammable gas, Acetylene with Oxygen gas. https://www.thoughtco.com/chemical-composition-of-air-604288 THOUGHTCO.COM The Chemical Composition of Air ___________________________________________________________________ 11/20/2018 COMPLETE COMBUSTION. To achieve complete combustion of Gasoline, you first must achieve COMPLETE VAPORIZATION. This is achieved through the application of significant heat to the liquid gasoline. Then you need complete Oxygen integration with the Gasoline Vapor by thoroughly mixing the two gaseous substances together.. This is called HOMOGENIZATION, which is defined as: The process of making things uniform or similar. A process by which the heated vaporized gasoline is thoroughly mixed with heated ambient air to the same temperature, and the two gasses do not seperate unless the heated gasoline were to cool, and revert back to liquid form. Remember that the engines combustion chamber, at Top Dead Center, after combustion has occured from the previous power stroke has been measured to a temperature of 478 degrees Fahrenheit. (S.A.E.) 10/27/2018 Question: Why should the Ambient Air and Gasoline Vapor mixture be heated to 300 degrees Fahrenheit, when the target temperature for the Vapor mixture is only 250 degrees Fahrenheit? ..... Answer: because the vapor mixture cools down very quickly. It is about buying time. If you make the Air / Gasoline vapor mixture hotter than it needs to be, it will not cool down enough to condense back into liquid form when flowing through the Intake Manifold. This is also why the Intake Manifold must also be heated. Hot engine coolent / water does not get hot enough to FULLY vaporize ambient the AIR & Gasoline mixture. Engine Coolant typically only gets in the 180 to 195 degree Fahrenheit range in the engines radiator. Gasoline that has been emulsified with ambient air gets cold, (45 Degrees Fahrenheit), and will cool down and counteract the heat from the engine coolant down to about the 150 degrees Fahrenheit range. This is NOT HOT ENOUGH to vaporize the "Heavy Ends" of modern gasoline. This means creating drag from electrical load on the alternator. Heat from the exhaust is free heat, otherwise wasted to the ambient. Responding to a question from a member, Michael wrote: “Atomizing the gasoline is only one part of the process. Here is the Gasoline Vaporization process in sequence: 1) Induct and Meter the incoming Ambient Air, 2) Meter and Atomize Liquid gasoline into tiny liquid fragments, 3) Emulsify the tiny gasoline fragments with Ambient Air at a high velocity, 4) Heat the Emulsified Air and Atomized liquid gasoline fragments together to initiate a "Phase Change" from a liquid form into a completely gaseous state, 5) Further emulsify the now gaseous vapor mixture with the now heated Ambient Air to create a completely Homogenous Air / Fuel Mixture flowing at a high velocity, 6) Compress the Heated and Expanded Hot Homogenous Gasoline Vapor mixture to increase the Vapor Density, 7) Keep the Vapor mixture HOT so no Condensation will occur prior to induction into the Engines Combustion Chamber.” He went on to say “OK, to Atomize is not to Vaporize. Atomization is to break down a liquid into tiny liquid fragments. A finger pump spray bottle is a good example of Atomization. Atomized liquid is still a liquid. "Gasification" which is also called "Vaporization" is the conversion of the liquid fragments into a Gaseous state by the application of high heat. When you heat a liquid to its boiling point, it turns into a gaseous state, (think steam). It is no longer a liquid, it is now a gas like Natural Gas in your home stove / oven. You do not want to allow the Hot Vapor Gas to cool down, as it would revert back into a liquid. The hot Gas Vapor must be kept hot to stay in a gaseous vapor form for complete combustion in your engines combustion chamber. Emulsification, (complete mixing), of the heated outside AIR with the Hot Gasoline Vapor is also very important. The two gasses, Hot Air and Hot Gaseous Gasoline Vapor must be completely mixed together into a completely Homogenous single Gas. No, You do not want the mixture to cool down and the Gasoline Vapor to revert back into a liquid. Always remember, Liquid gasoline will not combust, only the vapor emited from the gasoline will combust, and oxygen must be present. please watch this video: https://youtu.be/NOTWg3Krww0 YOUTUBE.COM Flammable Vapors of Gasoline 1965 Flammable Vapors of Gasoline 1965 https://youtu.be/_BhjTlgaZzk YOUTUBE.COM ONLY VAPORS BURN 10/4/2018 WARNING: CAUTION, Gasoline Vapor is an explosive mixture, and is much more volatile than liquid gasoline. Gasoline vapor from the evaporation of liquid gasoline is highly combustible and volatile, and very dangerous. Gasoline vapor can be emitted from liquid gasoline by heat, warm ambient temperatures, vibration, shaking or mixing or pouring. Never have a flame source, heat source or electrical spark source near gasoline vapor. Keep gasoline far away from flames, pilot lights, stoves, heaters, sparks, welding or any other source of ignition. Keep gasoline out of the reach of children, or those deemed or adjudicated incompetent. Keep gasoline out of direct sunlight. Use gasoline outdoors only. Do not store gasoline in your vehicle or living space. Do not siphon gasoline by mouth. Gasoline is "POISON " and is Harmful OR Fatal if swallowed. Always use gasoline in a well ventilated area, away from buildings or structures. Static electricity can ignite gasoline. Never Smoke near where gasoline is located. If you have decided to build a "Gasoline Vapor System", You do so at your own risk, and every effort should be made to make a "SAFE SYSTEM", using high quality materials and safely engineered construction. Precautions should be made to keep any gasoline reservoirs or conduits a safe distance from any engine heat or spark sources. You should use a very minimal amount of rubberized gasoline hose in your engine compartment, instead use metal gasoline line or metal braided gasoline line. Never use a hose materiel that is not specifically made for gasoline. Gasoline and Gasoline Vapor is "Highly Flammable" and "Highly Explosive", and should always be used carefully with "Extreme Caution". Many people have had their automobiles and homes burn to the ground, and have been burned to death , or have had bystanders or occupants of automobiles burned to death or have been severely burned by gasoline flames. Gasoline is also a "Carcinogen that has been proven to cause Cancer. Never allow gasoline to have contact with your skin. Never breathe gasoline vapor. PUBLIC DISCLAIMER: The authors or members of Gasoline Vapor Systems are not responsible for any death, injury or loss of property under any circumstance, for the use or misuse of gasoline, gasoline vapor, Hydrogen, Diesel fuel, Propane, or any other flammable fuel or fuel additive, or with any gasoline vapor apparatus or misuse of gasoline or any other flammable fuel. If you have any doubt about the use of gasoline or a gasoline vapor apparatus, consult a qualified technician who is highly experienced in the use of gasoline or gasoline vapor apparatus systems or gasoline oriented parts or materials. Use Gasoline, Gasoline Vapor apparatuses or other flammable fuels or gasses at your own risk. 10/27/2018 https://boomtastic.com/.../Smokey-Yunick/Horsepower-TV/... BOOMTASTIC.COM Horsepower TV - Smokey Yunick Hot Vapor Fiero 10/19/2018 Revised Flex Tube configuration . Probably about the same, but it has no tight curves for better exhaust gas flow, and a more symetrical design for more even heating. It will do the job of heating the plenum area. This, along with the aluminum intake manifold gaskets should keep the intake manifold in the 250 - 300 degree Fahrenheit temperature range. 10/9/2018 QUESTION: How is it possible to use such a small motorcycle carburetor, to run such a big 350 cubic inch V8 engine? ANSWER: Because of “Heat Expansion” and “Emulsification”. As outside air flows through the carburetors Venturi, low pressure draws in tiny atomized liquid gasoline particles into the air flow. The still liquid gasoline and ambient air mixture then flows through the engine exhaust heated “Heat Exchanger Unit” where the mixture is instantly heated to 250 to 300 degrees Fahrenheit. When the air and gasoline mixture is heated, two things happen. 1) The liquid gasoline is turned into a gaseous form by the absorption of heat, which then thoroughly mixes with the ambient air, which is also a gas. The ambient air and gasoline, is also simultaneously heated and mixed, (Emulsified), by spinning in the “Heat Exchangers” thirty “Spirally Corrugated” flow tubes. 2) The second thing that happens is that the heated ambient air and now hot gaseous vapor EXPANDS significantly. At a temperature of 250 degrees Fahrenheit, the heated air and gasoline vapor mixture EXPANDS by “Eighty Times” into a “Homogenous” gaseous form. So, to answer your question, if I were to use a larger carburetor, like the 750 c.f.m. “Quadrajet” carburetor that the Chevy 350 engine originally came with, there would simply be too much air and fuel for the engine to use if it were also expanded by eighty times. QUESTION: Why do you use a Turbocharger after the Heat Exchanger? ANSWER: Because of “Heat Expansion” moves the molecules of the “Homogenous “ air and gasoline vapor mixture farther apart, and the hot vapor mixture becomes “Less Dense”, (thinned out). The Turbocharger is used to increase the density of the thinned out “Homogenous” air and gasoline vapor mixture. The Turbocharger can be omitted, and the engine will still run, but it will have much less power because of running on the thinned out Homogenous heated air and gasoline vapor mixture. It doesn't make a difference. The turbo in both systems draw the vapor mixture in, and then pressurizes the mixture in the intake manifold, and also acts like a check valve keeping the mixture contained in the Intake Manifold. In responding to a member who had a different opinion, Michael thanked the member: “ Thanks for expressing your difference of opinion. If you recall, my Patent includes an exhaust gas heat exchanger positioned inside the intake manifold, and aluminum intake manifold gaskets which transfer heat from the cylinder heads to the aluminum intake manifold by heat conduction. With this, my intake manifold temperature was exceeding 325 degrees Fahrenheit. As you will recall our previous discussion regarding Ray Covey's published research indicated that the optimum temperature for the hot vapor mixture, to produce the best fuel mileage was 250 - 260 degrees Fahrenheit. I have found through testing that this information is correct. So, just like Smokey Yunick's system, my system has the capacity to heat the Air and Gasoline mixture both before and after the turbocharger unit, to similar heat levels. Smokey also heated the air and fuel mixture before the turbocharger, using hot engine coolant flowing through his under the carburetor/ before the turbocharger heat exchanger. Smokey also reduced the cooling capacity and size of the engines radiator, which increased the temperature of the liquid fluid flowing through that heat exchanger. We can only speculate what this temperature is, but I think that it was between 250 and 300 degrees Fahrenheit. Reducing radiator cooling capacity also increased the temperature of the entire engine, which probably also increased engine efficiency. But, this significant increase of whole engine temperature concerned me that it could reduce long tern engine durability. I contend that my system has the potential to make just as much power as Smokey's system, if I were to emulate what he did, which is to use a larger carburetor, and to possibly increase turbocharger boost levels. Of course, this would come at the expense of a reduction of fuel economy, and I am not trying to build a race car here. I am however, trying to maximize fuel mileage, reduce exhaust emissions and also have increased engine performance.” Smokey Yunick's Gasoline Vapor System. Smokey Yunick's Gasoline Vapor System. Michael Vannozzi's Gasoline Vapor System Michael Vannozzi's Gasoline Vapor System The camshaft profile is posted on this site, and it has no overlap. Yes, I have previously increased the Wastegate spring to 6 pounds, and power was greatly increased, but fuel mileage was significantly reduced. There is no question that an engine will make much more power with high boost levels, and increased carburetor or Fuel Injection size, but more gasoline is also required. I am currently running 4 p.s.i. of boost and a tiny 270 c.f.m carburetor at one half pound of fuel pressure. My objective here is to maximize fuel mileage, reduce exhaust emissions and increase engine performance over stock. I am not trying to build a race car. Yes, more boost means more air, and therefore more fuel and more fuel consumption. True, if you use a large exhaust side turbine and housing , it will spool up in a higher RPM range, and won't draw in as much air & fuel in the lower RPM range. The same heat exchanger and turbocharger should work fine with your 396 Big Block. The same Mikuni 48mm may also work. You would have to experiment and test to know for sure. You may need to use a slightly larger carburetor like the Weber DCOE 45, but it will have to be jetted properly. A Holley 390 or 450 CFM should work well also. Draw through Turbocharger manifolds are available for "Air Cooled" Turbocharged VW bugs. Holley 390 CFM Carburetor: https://www.summitracing.com/parts/hly-0-8007?seid=srese2... SUMMITRACING.COM Holley 4160 Adjustable Float Carburetors 0-8007 _____________________________________________________ 9/29/2018 ONLY THE VAPOR FROM GASOLINE WILL COMBUST ! YOUTUBE.COM Flammable Vapors of Gasoline 1965 Do not use gasoline as a cleaning solvent and never use or store gasoline in your home, even in tiny quantities. Because its vapors can readily ignite, it is... This is a good video about Gasoline Vapor. Only the Vapor Burns ! 9/25/2018 https://youtu.be/Ke0MGmUr3SU YOUTUBE.COM Gas Vapor Car Gas Vapor car, Gasoline Vapor System, This is a description of how my, ( 9/7/2018 I grew up in Las Vegas, which is a Hot Climate. Temperatures can be 115 to 125 degrees Fahrenheit in the summer months. When you go to fill up your gas tank on a hot summer day in Vegas, on older cars, and you open your gas cap, you will hear a swooshing sound, a pressure release of hot gasoline vapor. The gas tank, which is under the car, is heated by the hot asphalt roadway, which radiates heat upwards, and heats up your gas tank, and the gasoline inside of it. This heating of the gasoline in your gas tank, and the gasoline vapor that it produces is what originally gave me the idea for a heated gasoline vapor system. Michael Vannozzi Yes, I had one also. I know, it''s a contradiction. The HOTROD article "The Next Step", (on this site), does a pretty good job of explaining this. (Link Below) https://www.legendarycollectorcars.com/.../smokey.../ LEGENDARYCOLLECTORCARS.COM smokey Ynick, Hot Vaor Fiero, Best Damn Garage in town : Information on collecting cars – Legendary Collector Cars ___________ 9/6/2018 The Automotive Engineers HAVE IT WRONG ! You must PREPARE the GASOLINE for COMPLETE COMBUSTION. This requires HIGH HEAT being applied to the FAST FLOWING - EMULSIFIED AIR & ATOMIZED LIQUID GASOLINE mixture. The mixture requires enough TIME for the Air and Liquid Gasoline to ABSORB the HEAT to a Temperature of 250 DEGREES Fahrenheit.. This requires a large PHYSICAL CONTACT AREA of HIGH HEAT EXPOSURE so that the FAST MOVING - AIR and ATOMIZED GASOLINE will become 100% VAPORIZED into a COMPLETELY DRY and HOMOGENOUS GASEOUS FORM. Then the now HOT GASEOUS VAPOR must be COMPRESSED by a Turbocharger or Supercharger to INCREASE FUEL DENSITY because HOT GASOLINE and AIR VAPOR greatly EXPANDS, and becomes thinned out from HEAT EXPANSION. Next, the HOT Gaseous Vapor must be KEPT HOT prior to admittance into the engines COMBUSTION CHAMBER so it will not COOL down and CONDENSE back into a liquid. Then the Gaseous Vapor will flow into the COMBUSTION CHAMBER where it will be HEATED a FINAL TIME at a temperature of up to 478 degrees Fahrenheit. This PREPORATION and MANIPULATION of the liquid Gasoline and Air mixture CANNOT BE DONE with DIRECT FUEL INJECTION, but must be ALL completed BEFORE the ambient air and gasoline flows into the combustion chamber. This is the only way to have complete combustion of gasoline in an Internal Combustion Engine, which will then give greatly improved gas mileage, CLEAN exhaust emissions, combust ALL of the gasoline, and increase engine efficiency. Michael Vannozzi ______________ 9/5/2018 FUEL ECONOMY OF THE GASOLINE ENGINE Fuel, Lubricant and Other Effects Edited by D. R. BLACKMORE and A. THOMAS Shell Research Limited, Thornton http://www.rexresearch.com/auto2/blackmoreconomy.pdf · o The first paragraph of this article is incorrect. Liquid gasoline will not combust, only the vapor emitted from gasoline will combust. this is a basic law of physics. https://youtu.be/NOTWg3Krww0 YOUTUBE.COM Flammable Vapors of Gasoline 1965 Flammable Vapors of Gasoline 1965 The misconception is the authors. 8/24/2018 Gas Mileage Test # 2 (One Pound Wastegate Spring) Starting Mileage:4969.8, Ending Mileage:5052.8, Distance traveled: 83 miles, Gasoline Consumed: 2.331 Gallons, Gas Mileage: 35.607 m.p.g. ( Please note: 1/3 partially mountainious terrain). This Gas Mileage Test was performed at 55 miles per hour. Chilcoot, California / Elevation 5,013 above Sea Level. Temperature 63 degrees Fahrenheit. YES. In a draw through Turbocharger, the more boost, the more air and fuel it will draw into the engine. This is limited by the low RPM highway driving and 2.41:1 differential gears, which will not permit the engine to go to full boost. 8/6/2018 http://www.wallaceracing.com/cam-deg-calc.php WALLACERACING.COM Wallace Racing - Cam Degree Calculator I called the Comp Cams Tech Line, (800 999-0853), this morning and talked to Jonathan. I told him that I purchased a hydraulic roller cam, # 12-410-8, asked if this cam had any valve overlap. Jonathan looked the cam up, and said No, this cam has "Negative 14 degrees of Overlap", and explained, "meaning that their is 14 degrees of cam rotation between intake and exhaust valve opening and closing events." Jonathan said that the Intake and Exhaust valves are not open at the same time on this cam. Jonathan said do not go by "Advertised Duration", and only use the Duration at .050 which is 206 / 206, Lobe Seperation of 110., and 106 Lobe centerline. He recomended that I input the numbers into the Wallace Racing - Cam Degree Calculator, and will show the negative overlap of 14 degrees.. http://www.compcams.com/Company/CC/cam-specs/Details.aspx... https://l.facebook.com/l.php?u=http%3A%2F%2Fwww.compcams.com%2FCompany%2FCC%2Fcam-specs%2FDetails.aspx%3Fcsid%3D149%26sb%3D2%26fbclid%3DIwAR33Uf4yNLuS4eSswWyzixiIE9AKUlNa_WgIe78B0ny_9abOuU-e1o2mP00&h=AT0Qa8eZD3hiQcyM4bYei8W_1fT5wMOtqmHLI_7SbqzccCiUdvtvJXEa_7fHF026RSP6lcICpSvXwqbpkrldR3A7Xb919WBXrCULqFPrOVU2oNT3hy3oWBSjBef8X8fG2Tp2cDFYu066&__tn__=R]-R&c[0]=AT0n_h750SHLEu4DrHwpOohHc5OgZqdJjR3mWbGIWt2RO00q4K_Tt7IfDRYt28shYtywUmfHVIiCY1X8eAG5AWY2cKg9Jk6nkDynF03rmbZO9ZLJyt6v1Gi0aYhTYe2ud9OcpDZlBlzwM2JfKPvdwOUh0JQBlapY9wjdaEwU6x0JId62kk6KrnF3ru7wyXLKrV2e-AL4HEvIExEn This is the Camshaft that I am using in the Camaro. 8/24/2018 Please note: My first Gas mileage test was performed at 65 miles per hour. Weeks later, I came to the realization that in 1978 the National Speed Limit was 55 miles per hour. This means the General Motors factory gas mileage rating, (Highway), was tested at 55 miles per hour in 1978. The factory Gas Mileage rating for a 1978 Camaro, Type LT with a 350 Cubic Inch V8 engine, (5.7 Liter), was 12 mpg City and 15 mpg Highway. All mileage tests, from this date foward will be performed at 55 miles per hour Highway. This will be done to achieve an apples to apples comparison against the factory gas mileage rating. Actually in the video, he says that he accelerates up to 18 mph, then he shuts off the engine and coasts to 12 mph, then he restarts the engine and accelerates back up to 18 mph. Yes, not a practical every day driving methodology. 7/24/2018 https://books.google.com/books?id=qq6GBPoHQpAC... BOOKS.GOOGLE.COM.PH Popular Science Popular Science gives our readers the information and tools to improve their technology and their world. The core belief that Popular Science and our readers share: The future is going to be better, and science and technology are the driving forces that will help make it better.
Smokey Yunick was trying to build an Adiabatic engine system, meaning that there is no loss of heat, and all heat emitted from his engines is utilized to completely heat the air and fuel mixture, consume all of the gasoline vapor, and make power. My system uses only hot exhaust gasses and heat conduction to heat and vaporize, the air and fuel mixture, and is purely a Gasoline Vapor System. I am not trying to make an Adiabatic engine system. In Smokey Yunick first stage heat exchanger, he uses Radiator liquid from the engines coolent system to heat the heat exchanger and to initially warm the air and gasoline mixture. To make his first stage heat exchanger hotter, Smokey reduced the physical size and capacity of the radiator by one half. This reduction in size of the radiator made the radiator liquid much hotter, and also made his engines block much hotter, which is what he intended to do, in order to bring his final air and fuel temperature up to 440 degrees Fahrenheit. The target temperature for my system is 250 degrees Fahrenheit. In my system I don't reduce the size of the cooling system, and infact I increase the cooling efficiency of the engine by installing two electric fans. I dont believe in making the block very hot, because I believe it would adversly affect engine durability and longevity, and possibly cause detonation. My system completely vaporizes all of the air and gasoline mixture in the first stage, using exhaust heat, and than pressurizes the engine / intake manifold to 4 PSI using the Turbocharger, and is then kept hot when flowing through the heated aluminum intake manifold. The Aluminum intake manifold is heated by heat conduction from the aluminum cylinder heads. In Smokeys first stage, the heating of the air and fuel mixture does not get as hot as mine because I am utilizing 500 degree Fahrenheit temperatures from the hot exhaust, and am completely vaporizing the air and gasoline mixture in the first stage. In smokeys second stage he uses a "Homogenizer", a Turbocharger wraped in a metal envelope, in which Smokey has exhaust gasses ducted into the sleeve in order to heat the "Homogenizers" compressor housing, thus increasing a second stage heating of the air and gasoline mixture. Smokey is also only using one half pound of boost pressure from his "Homogenizer" turbocharger. My system also heats the compressor housing, but in a different way. My system utilizes metal to metal contact at the V-band flange connection, (on the hotter end), of the stainless steel heat exchanger to the intake flange of the aluminum compressor housing. Thereby heating the aluminum compressor housing by heat conduction to approximately 250 degrees Fahrenheit. My Intake manifold is also heated by heat conduction from the aluminum cylinder heads, (which contain the combustion chamber), through special aluminum intake manifold gaskets, to the aluminum open plenum intake maniflold. In Smokeys third stage, he built a sleeved duct completely surrounding the outside of his intake manifold, and then he ducted in the engines hot exhaust gasses to make the intake manifold very hot. Most of Smokey's heating happens in the third stage heated intake manifold. Smokey relies upon heat expansion of the air and gasoline mixture to pressurize the cylinders. Smokey also relies on his "Homogenizer" Turbocharger as an anti reversion valve to stop the heated air and gasoline mixture from flowing in reverse. My system relies on a strong vacuum signal initiated by my Draw Through Turbocharger which then pressurizes the heated intake manifold. A member commented and Michael wrote “ Very True, I have said this over and over again ! I am running high compression- up to 15.0:1, I have advanced the ignition timing, and I am running on 87 Octane gasoline, and I have not experienced any detonation problems on Gasoline Vapor.” The member responded and Michael wrote this back: “I also agree completely with your first statement. When the Air and Gasoline flows through the carburetor, the atomization and emulsification creates an evaporative cooling effect on that Air and Gasoline mixture.....It gets cool. On my system, the A/F mixture gets down to 45 degrees Fahrenheit in the expansion chamber after the carburetor.. In Smokey's system, the hot radiator fluid flows through the first Heat Exchanger, and it heats the Air and Gasoline mixture. But simultaneously the COOL atomized and emulsified Air and Gasoline mixture also counteracts the heat of the HOT radiator fluid flowing through the Heat Exchanger. This cools down the radiator fluid, and in effect, acts like a second radiator for the engine.” Michael invited the members to watch this video: .https://youtu.be/wl3vUnlIBys YOUTUBE.COM Dyno Days From the Dyno Days video above, Smokey Yunick says: " In the adiobatic concept, you can never use gasoline as a fuel because the engine is so hot, if you try to put gasoline in it, the engine would detonate." Vaporization sequence for Smokey Yunick's Adiabatic Gasoline Vapor system: 1) Atmospheric air and gasoline is atomized and emulsified, in the downdraft carburetor , and then is introduced into his first stage water heated heat exchanger unit, where it is heated up to 200 degrees Fahrenheit. 2) Then the heated air and gasoline mixture is drawn into Smokeys exhaust gas heated "Homogenizer" draw through turbocharger at 1/2 pound of boost pressure, where it is further heated, thoroughly mixed, and very lightly compressed. 3) Then the air and gasoline mixture enters into the exhaust gas heated intake manifold at high heat, raising the air and gasoline mixture to 440 degrees Fahrenheit. 4) Then the completely vaporized Air and gasoline mixture enters into the very hot combustion chambers up to 478 degrees Fahrenheit, where it is compressed and electronically ignited for the engines power stroke Vaporization sequence for Michael Vannozzi's Gasoline Vapor System: 1) Atmospheric air and gasoline is atomized and emulsified when flowing through the side draft carburetor. 2) the atomized and emulsified air and gasoline mixture flows into the 4 inch long expansion and distribution chamber, where it becomes cold, (45 degrees Fahrenheit), through an evaporative cooling effect. 3) The cold air and gasoline mixture is then drawn into the hot primary heat exchanger by Turbocharger and engine vacuum, and then enters into and flows through 30 small diameter, spirally corrugated stainless steel tubes, at a high velocity, that have been heated up to 500 degrees Fahrenheit by exhaust gas heat flowing outside and over the 30 tubes inside the shell of the heat exchanger. The air and fuel mixture spins within each of the 30 tubes, completely vaporizing and mixing the air and gasoline vapor mixture, and converts the previous mixture into a 100% gaseous form and exit the heat exchanger at a temperature of 250-275 degrees Fahrenheit.. 4) the Hot Gasoline and Air Vapor mixture is then drawn into the heated draw through Turbocharger , and is heated again and compressed to 4 PSI within the attach intake manifold. 5) The Aluminum open plenum intake manifold is also heated to 250 degrees Fahrenheit by heat conduction, by transfer of heat from the hot cylinder heads. 6) The hot gasoline vapor then enters the very hot combustion chambers that are up to 478 degrees Fahrenheit, where it is compressed and ignited for the engines power stroke. In this picture of Smokeys system in his Fiero, you can clearly see his Wastegate Valve. The boost pressure that the turbocharger produces is set by the spring pressure of the internal spring located in the wastegate valve. When the boost pressure exceeds the spring pressure, the wastegate valve opens and any excess boost pressure is vented.
In response to comments, Michael acknowledges that there is “conflicting information” and that one could “ just remove the Wastgate spring to determine its spring tension rate,” noting that “in [Yunick’s] patents and other articles he uses up to 10psi of boost.” 7/24/2018 https://books.google.com/books?id=bfLnBTJ2nkYC&pg=PA71... BOOKS.GOOGLE.COM.PH Popular Science Popular Science gives our readers the information and tools to improve their technology and their world. The core belief that Popular Science and our readers share: The future is going to be better, and science and technology are the driving forces that will help make it better. Smokeys Hot Engines article Oil is being pumped in at the top of the Turbo, and then drained out of the bottom of the Turbo, then it passes through the intake manifold and drains into the lifter galley area. The life expectancy of a turbo ? It's hard to say but probably 100,000 miles. 7/24/2018 https://books.google.com/books?id=CplP5IwuFZkC&pg=PA105... BOOKS.GOOGLE.COM.PH Popular Science Popular Science gives our readers the information and tools to improve their technology and their world. The core belief that Popular Science and our readers share: The future is going to be better, and science and technology are the driving forces that will help make it better. Smokey Yunick article: What is the Car Engine of the Future? 7/24/2018 https://books.google.com/books?id=_zUwGq51CTMC&pg=PA156... BOOKS.GOOGLE.COM.PH Popular Science Popular Science gives our readers the information and tools to improve their technology and their world. The core belief that Popular Science and our readers share: The future is going to be better, and science and technology are the driving forces that will help make it better. Please read: Readers Talk Back on page 156 - 160. Smokey answers one question in this article when he states that he is "pressurizing his induction system to 10 to 15 psi ". 7/20/2018 https://www.legendarycollectorcars.com/.../smokey.../ LEGENDARYCOLLECTORCARS.COM smokey Ynick, Hot Vaor Fiero, Best Damn Garage in town : Information on collecting cars – Legendary Collector Cars 7/13/2018 http://l.facebook.com/l.php?u=http%3A%2F%2Fwww.snagfilms.com%2Ffilms%2Ftitle%2Fgashole&h=AT3__saw63_NO1fVnsyuie99pCCKbBxMwBs4XvODycNtxAro2VSqgM2CSkb9rgx-O18Um_cAwFJOulU3xaacjgI1bo8ddoqSSoOWCkPTn0AcYdRQVGsUN23aEtVRSmaV SNAGFILMS.COM GasHole Narrated by Peter Gallagher, this documentary brings the history of oil prices and future of alternative fuels into focus in this documentary. Concerned with American dependence on foreign oil and curious as to how America could go from the largest exporter of oil to the largest importer, filmm... 7/3/2018 In a typical production internal combustion engine, there are four principal reasons why gasoline in a “liquid state” flows into the engines combustion chamber. The first reason is that insufficient heat has been applied to the air and gasoline mixture for full vaporization of the fuel mixture to occur. The second reason is that there is not enough time for the air and fuel mixture, which is flowing through the intake manifold tract at a high velocity, to absorb the heat that is being applied. The third reason is that the heated physical contact area is not large enough for complete exposure of the air and fuel mixture to completely vaporize. The fourth reason is the inadequate mixing of the air and gasoline which does not produce a completely homogeneous fuel mixture. The claim that the A/F mixture must be rich to cool the cylinder is false. 7/3/2018 Cruzin down the road on Gasoline Vapor. 0:00 / 0:14 0:00 / 0:26 https://youtu.be/o7o477GFQpY YOUTUBE.COM Gasoline Vapor System In response to a question about why Michael took the hood off the Camaro, he responded, “ I took off the hood because I am showing it in car shows, and doing videos of the engine.” 1978 Camaro Factory mileage rating: 12 mpg city / 15 mpg Hwy ; after the Gasoline Vapor System installed, mileage: 36.5 mpg Hwy. I was originally getting about 12 Highway and 10 city when I first got the car, before the engine modifications of adding the gasoline vapor system. But the engine was tired / worn out. 6/28/2018 Gas Mileage First Test Results: Distance driven 80 Highway miles, Gasoline consumed, 2.496 gallons. 80 divided by 2.496 Gallons = 32.05 miles per gallon. (4 Pound Wastegate spring). This gas mileage test was performed at 65 miles per hour. Please note: Much of the trip, I encountered slow truck traffic which I could not pass on the undivided 2 lane highway with a double yellow line, and therefore my driving speed was between 55 MPH and 65 MPH. All in good time, but the current results give a good indication. Smokey's system was making more power per cubic inch, than my system does. Smokey's system was engineered for High Performance plus improved Economy. His system made 1.8 Horse power per cubic inch! My goal with my system is maximum Economy with acceptable performance, and clean emissions. I am using a very tiny carburetor for a 350 V8 engine in my system. General Motors also viewed his Hot Vapor Fiero as a threat to Corvette sales. Yes, it's all on the GVS site on Facebook, where I share how I did it. Sorry, I don't currently sell anything and I have no company. I am just an old mechanic / Hot Rodder, working out of my home garage. Yes, during those smog years, horsepower ratings were low, and fuel mileage was poor. I think the factory horsepower for a 78 Camaro with a 350 Small Block was a pathetic 195 horsepower. The car was a heavy slug. · · Well, so as not to mislead anyone, I also trimmed a lot of weight, I removed the heavy A/C etc..I got rid of the heavy / power hungry TH350 Automatic Tarnsmission, and put in an efficient T5 - 5 speed overdrive manual transmission. The Camaro also has a very high 2.41:1 differential gear ratio, which helps keep the engine RPM low when driving at highway speeds. I also changed the Power Steering to a manual steering box, which saved about 20 horsepower. I have also put on low rolling resistance tires, which are a lot narrower, and similar to factory tire dimensions : F 78 / 14 changed to 205/70R15 Bridgestone Ecopia 422 plus tires. I am also currently running a 16:1 to 17:1 Air Fuel ratio through the 48mm Mikuni motorcycle carburetor. Bottom line is that it is not just the vapor system alone that produced those results.There are a lot of other factors that effect gas mileage and performance. · https://www.bridgestonetire.com/tire-brand/ecopia?lw_cmp=sem_bst-us_g_dr&keyword=bridgestone%20ecopia%20ep422%20plus%20review&campaign=988275583&adgroup=54569431851&s_kwcid=AL!5372!3!236342529500!e!!g!!bridgestone%20ecopia%20ep422%20plus%20review&ef_id… See More BRIDGESTONETIRE.COM Ecopia Low Rolling Resistance Tires | Bridgestone Tires https://youtu.be/Qt0XnRDaeHQ YOUTUBE.COM Bridgestone Ecopia Saves You Fuel - Rolling Resistance Comparison Test Drive In response to a question, Michael wrote: “ No, running rich just wastes fuel and creates air pollution. The engine doesn’t overheat when running on 100% pre-vaporized gasoline, and there is no detonation or pre-ignition occurring. Without detonation, the physical engine actually runs cooler. Yes, you can run too rich on Gasoline vapor. Please understand that all gasoline engines already run on gasoline vapor mixed with air, but some of the gasoline never gets vaporized, so it turns into Hydrocarbons, and there lies the inefficiency. In a typical production gasoline engine, the air and gasoline is simply moving too fast through the intake tract to become fully vaporized, and there is not enough time for adequate exposure to heat. Liquid gasoline does not burn. My system just completely prepares 100% of the air and gasoline mixture first before it enters the combustion chambers. The liquid gasoline is first atomized and emulsified when flowing through the carburetor. Then it is thoroughly heated to 250 degrees and kept in suspension,(mixed some more), in the 30 very hot spirally corrugated tubes of the heat exchanger. (think 30 seperate Votices) Then the gasoline and air in a homogenous gaseous mixture is heated again and mixed again and compressed when flowing through the Turbocharger. Then the Intake Manifold is heated by heat conduction or transfer of heat, from the aluminum cylinder heads, (which contain the hot combustion chambers), through the aluminum Intake Manifold Gaskets, to the Aluminum Intake Manifold. Aluminum is an excellent conductor of heat, and it also sheds heat very quickly, which transfers even more heat to the already hot gasoline vapor and air mixture. Then the gaseous air and gasoline vapor is heated a final time when it enters the HOT combustion chamber which can be up to 478 degrees Fahrenheit. All this is happening to the air and gasoline mixture at speeds approaching the speed of sound upon acceleration. The air and gasoline is kept consistantly hot through the entire intake flow cycle. Much of Smokey's information was kept confidential, and he took many secrets and pertinent information with him when he passed away. The only thing that you can do is look at the published pictures, patents and magazine articles and try to back engineer it. There is really nothing to link to that I am aware of. I think that it would be very interesting to see someone do it!” Michael acknowledges, in response to another question, that some “in this GVS group has a few of [Yunick’s] original engines. “ 6/28/2018 I want to give a lot of credit to AAlex George who has been advising and helping me. AAlex has been a Master Mechanic for 60 years, and has been involved with Gasoline Vapor Systems for over 40 years. I worked with AAlex at the City of North Las Vegas Municipal Garage in the mid 1970s. We were reunited through this Gasoline Vapor Systems group. Thank You AAlex for all of your help and support ! Your Friend, Michael Vannozzi 6/20/2018 Three Stage Gasoline Vapor System and Method Inventor: Michael Antonio Vannozzi Sr., Reno, Nevada January 21, 2018 ABSTRACT This invention provides a novel apparatus and method for the gasification of liquid petroleum fuel, (gasoline), that has been atomized and emulsified with atmospheric air, by implementing a 3 Stage Heat Exchanger System. The first stage employs a spigot mounted carburetor or fuel injection unit, positioned in a straight line laminar flow path, flowing into an exhaust gas heated “Shell and Tube” style heat exchanger unit. Atomized and emulsified liquid gasoline and atmospheric air mixture is immediately converted into a gaseous fuel vapor by phase change through application of heat, obtained from the engines exhaust system, when flowing through the inside of the first and primary Shell and Tube Heat Exchanger. In the second stage, the already heated gasoline vapor mixture then flows into an attached compressor housing inlet of a “Draw Through Turbine Heat Exchanger Compressor” component, which through an impeller means, further heats and compresses the vaporous air and gasoline mixture. This process increases the density of the expanded and thinned out gaseous air and fuel mixture, while simultaneously, pressurizing the entire intake manifold tract. The third stage, utilizes an “Exhaust Gas Heat Exchanger Coil” that is fitted internally, into a metal open plenum style intake manifold. Hot exhaust gasses are ducted into and flow internally through the heat exchanger’s tubular coils. The coils are positioned in close proximity to the intake manifolds ports. The already heated gaseous air and fuel vapor mixture, flows into the intake manifold, then flows externally over and through gaps between the heat exchanger tubes. This contact further imparts continuous heat to the previously heated gaseous air and fuel mixture. In addition, unique metal intake manifold gaskets are sandwiched between the cylinder head(s), and the intake manifold. Heat is transferred from the hot metal cylinder head(s), through the metal intake manifold gaskets, to the metal intake manifold, and thereby heating the entire intake manifold through the principle of heat conduction. The heated gaseous air and fuel vapor mixture then flows into the engines valve controlled cylinder head intake ports, and into the engines combustion chambers. The heated air and fuel mixture is maintained in a dry homogenous gaseous form. The entire flow path of atmospheric air and gasoline vapor mixture is consistently kept heated in a uniform manor after leaving the carburetor or fuel injection unit, until it enters the engines combustion chamber. This eliminates condensation of the gaseous gasoline vapor back into a liquid form. Conversely, the carburetor or optional fuel injection unit is kept isolated from engine heat by non-heat conductive elastomer tubular member(s), so as to prevent problems with vapor lock. The intent of this invention is to greatly increase the efficiency, fuel mileage and power output, and also to significantly reduce automotive exhaust emissions, from an internal combustion engine. FIELD OF THE INVENTION The invention relates to the field of gasification of liquid petroleum fuel, commonly known as gasoline, atomized and emulsified with atmospheric air, for its intended use in internal combustion engines, most commonly employed in gasoline powered automobiles, and water craft . OBJECTS OF THE INVENTION The inefficiency of modern internal combustion engines is well known by automotive engineers, Mechanics, and those knowledgeable in the art. In fact, internal combustion engines rarely exceed 25% thermal efficiency. The majority of heat energy is lost through the engines exhaust system, cooling system, frictional losses, and un-combusted, wasted fuel also known as hydrocarbons and carbon monoxide. Hydrocarbons and carbon monoxide are a considerable problem that contributes to air pollution and Smog. The inefficiency of wasted fuel also comes at a considerable monetary expense to the public in lost potential gas mileage savings. Whereas modern Automotive Industry and companies have elected to simply dispose of, or manage an internal combustion engines heat and hydrocarbons through computerized innovations, the inventor and designer of this novel invention seeks to capture, channel and use the exhaust heat, by a mechanical method, to increase the thermo- efficiency of an internal combustion engine. The object of the invention is to substantially Increase a gasoline powered vehicles fuel mileage, horse power output, and greatly reduce its exhaust emissions by introducing a 3 Stage apparatus and method for the gasification through application of wasted exhaust heat, to liquid petroleum fuel, (gasoline), that has been atomized and emulsified with atmospheric air. The 3 Stage heat exchanger system is: safe, universal, adaptable, durable, heavy duty, easily cleanable, and retrofit-able to the many different applications of automobiles and watercraft currently available. The system includes three different vaporizing apparatuses which include: 1) a primary “Shell and Tube style heat exchanger”, 2) a “Draw Through Turbine Heat Exchanger compressor”, and 3) an “Exhaust Gas Heat Exchanger Coil” –or- “Exhaust Gas Heat Exchanger Sphere”, either of which are fitted internally, into an open plenum intake manifold, with associated metallic intake manifold gaskets. In a typical production internal combustion engine, there are four principal reasons why gasoline in a “liquid state” flows into the engines combustion chamber. The first reason is that insufficient heat has been applied to the air and gasoline mixture for full vaporization of the fuel mixture to occur. The second reason is that there is not enough time for the air and fuel mixture, which is flowing through the intake manifold tract at a high velocity, to absorb the heat that is being applied. The third reason is that the heated physical contact area is not large enough for complete exposure of the air and fuel mixture to completely vaporize. The fourth reason is the inadequate mixing of the air and gasoline which does not produce a completely homogeneous fuel mixture. The 3 Stage Gasoline Vapor System is able to maintain uniform and consistent heating and gasification of the air and fuel mixture flowing throughout the entire intake manifold tract, then through the valve controlled intake ports, and into the engines combustion chamber. The system is able to produce a dry homogenous gasoline vapor and atmospheric air mixture, metered to the required demand of an internal combustion engine, whether at idle, passing on the freeway, climbing a hill or towing. The 3 Stage Heat Exchanger System is able to produce high speed, almost instantaneous gasification of the air and fuel supply by employing an engines exhaust heat to a high velocity, low restriction heat exchanger design that incorporates multiple high speed spiral laminar flow paths tubes and exposure to a physically large area of heating. This facilitates the creation of a stoichiometric air and fuel mixture in a fully homogenous gaseous state to supply the engines combustion chambers. Complete gasoline vaporization is essential for increasing the thermal efficiency of an internal combustion engine, which in turn increases an engines horsepower output, fuel economy, and a reduction of automotive exhaust emissions. The apparatus has also been designed to be easily removable to be cleaned internally, through its open ended and straight through heat exchanger design, allowing easy physical internal access, so as to clean out the primary heat exchangers plurality of internal spiral corrugated tubes, with a rifle bore brush on a rod. This ability to easily clean out the heat exchangers is a necessity, because of the petroleum contaminants in modern gasoline fuel which include heavy olefins and paraffin’s, which can build up, clog, and inhibit the efficient use of the heat exchangers. The system, also allows the engine to start easily, due to a strong vacuum signal from the engine in a direct linier pathway, with an unobstructed laminar flow path. Most standard factory internal combustion engines used in automobiles are only 15% to 25% thermally efficient in converting liquid gasoline and exhaust heat into horsepower and torque to propel the weight of a vehicle. A large percentage of the energy used by an automobile goes un-consumed by the internal combustion process, and is wasted. Hydrocarbons including a poisonous gas called carbon monoxide, as well as VOCs (volatile organic compounds) and nitrogen oxides are partially converted into nitrogen, oxygen, carbon dioxide, and water (in the form of steam) by the included catalytic converter system. In older pre-1975 vehicles, the air pollutants are simply dumped into the atmosphere, (as “Hydrocarbons” aka “Smog”). Air pollution from cars comes from by-products of the combustion process, (exhaust), and from evaporation of the fuel through exposure to atmospheric air. Gasoline is a mixture of hydrocarbons, compounds which contain hydrogen and carbon atoms. Because the object(s) of this invention, a heat exchanger vapor system allows for an internal combustion engines to consume nearly 100% of the fuel being used, the carburetor or fuel injection unit must be downsized by as much as 50 % under standard OEM (CFM) size recommendations. The fact that gasoline is being more efficiently consumed allows the catalytic converter system to more completely clean the lesser quantity of polluted exhaust gasses, before they exit the tail pipe of the automobile. This fact is verified by before and after smog testing. In road testing, using the aforementioned heat exchanger system(s), a typical Chevrolet 350 cubic inch V8 engine in a test vehicle was also able to run satisfactorily, accelerate well to freeway speeds, and has an abundance of power at the driver’s disposal using only a single small, (e.g.300 cfm.), carburetor, or a small throttle body type fuel injection system. Typically, the same 1970(s) Chevrolet 350 V8 used a factory “Rochester Quadrajet” carburetor with a 750 or 800 c.f.m. rating to introduce liquid gasoline and atmospheric air into the engine. It is common knowledge in physics that liquids do not combust. In a gasoline powered internal combustion engine, the gasoline must be converted into gaseous state in order to be consumed by the combustion process. In the past carbureted and fuel injected engines relied on physical contact of the heated areas in the bottom floor of the intake manifold, (the “heat riser Hot Spot system”), heat accumulated in the runners of the intake manifold, heat in the combustion chamber, hot intake and exhaust valves, and the hot top of the piston to only partially gasify the atomized air and gas mixture. The O.E.M. Camshaft profile was also engineered to have overlap of the camshaft timing events. Engineered overlap means that at the end of the engines exhaust stroke, when the piston is at or very near top dead center position, the exhaust valve is closing, but is not fully closed yet, the intake valve then starts to open, allowing the air and fuel mixture to enter the combustion chamber. There is then residual hot exhaust gas and heat, still in the chamber that has not been totally evacuated. The Combustion chamber is extremely hot because it has just completed the combustion process of the power stroke. The incoming emulsified liquid gasoline and air charge, mixes with the residual hot exhaust gas, and this mixing and exposure to combustion heat contributes to the vaporization of the atomized gasoline and air mixture, but this still does not vaporize 100% of the atomized gasoline and air mixture. Therefore, some of the liquid gasoline falls out of suspension, and form droplets that pool together, (condenses), remains un-combusted, and mixes with residual carbon from the combustion process. This un-combusted liquid gasoline and carbon mixture is what turns the engines motor oil black. The unburned condensed liquid gasoline, mixed with carbon is then pushed into the engines crankcase, through the piston ring gap, by cylinder pressure, and there by mixes with the engines motor oil. Carbon from the combustion process is a crystalline substance, which mixes with the engines lubricating oil, and acts as an abrasive on the engines internal engine parts, causing premature wear of the engines internal components. As stated previously, liquids do not combust, and therefore gasoline does not combust in liquid form, but must be turned into a gaseous state by a phase change through heat evaporation to combust, and oxygen must be present. An “Internal Combustion Engine”, rotating at high operating speeds, dictates extremely limited time periods, for any residual “liquid” gasoline, that has been drawn into the combustion chamber by engine vacuum, to be converted Into a gaseous state by heat in the combustion chambers, prior to the start of the exhaust stroke. There is simply not enough time; in the milliseconds it takes for the piston to move downwards 3 to 4 inches, on the power stroke, at any engine speed, to convert any residual liquid gasoline that has fallen out of suspension, into a gaseous vapor, inside of the combustion chamber. The only solution to the problem is to convert 100% of the liquid gasoline and atmospheric air mixture into a gaseous vapor first, prior to it entering the engines combustion chamber. The 3 Stage Heat Exchanger System is designed to be used in high performance or high altitude applications, and is considered to be a “Supercharged” system. The system is designed to maximize horsepower, torque and thermo-efficiency of an internal combustion engine. Variable Venturi Carburetor component The preferred carburetor is a “spigot mount” side draft, single orifice design that is typically used in motorcycle applications. The carburetor’s side draft design allows a straight through pathway for the atmospheric air and liquid gasoline mixture to travel when being drawn into the Shell and Tube Heat Exchanger by engine vacuum. The carburetor features an internal sliding door mechanism, called a “Slide” that opens through the center of the carburetor body, and is attached to a throttle cable that is connected to the vehicles accelerator pedal. At the bottom of the “Slide” is located an attached tapered needle and seat jet valve assembly. As the carburetor Slide is opened by the throttle cable, the primary air inlet orifice progressively becomes larger, while simultaneously the tapered needle jet is pulled upward from its surrounding port, which gradually increases the admittance of liquid atomized gasoline to flow through the carburetors “Venturi” for high velocity emulsification. The carburetors “Slide” mechanism strictly controls the amount of atmospheric air and atomized liquid gasoline that can enter into the primary Shell and Tube Heat Exchanger. Thorough atomization of the liquid gasoline is imperative because it breaks up the liquid into tiny microscopic droplets and then mixes and emulsifies the droplets with atmospheric air at a high vacuum velocity. Complete atomization of the gasoline into microscopic droplets is crucial when the gasoline mixture is flowing through the primary high temperature Shell and Tube heat exchanger because the microscopic gasoline droplets can flow through and establish intimate contact to a greater heated surface area for a given amount of discharged fuel. Thus, there is a greater exposure to heat facilitating the immediate “phase change” of the liquid gasoline and atmospheric air mixture into a homogenous gasoline vapor and air mixture. It must be understood that atomized liquid gasoline that has been emulsified with atmospheric air is still in liquid form. Liquid gasoline does not become a gaseous vapor until it application of heat so that a “phase change” can occur. The Variable Venturi carburetor also utilizes an “accelerator pump “mechanism which facilitates initial priming and cold starting of the internal combustion engine. Initially at cold start up, liquid gasoline is injected into the carburetor’s Venturi flow tube, and is drawn into the heat exchanger by engine vacuum. This extra amount of gasoline injection creates fuel enrichment; prior to the Shell and Tube heat exchanger becoming fully heated by the engines exhaust gasses, and the heat exchanger reaching complete temperature equilibrium. Shell and Tube Heat Exchanger component The Shell and Tube Heat Exchanger component is made of heavy duty stainless steel for durability and resistance to metal fatigue caused by hot and cold heat cycles. Stainless steel, once heated, retains heat and stays uniformly hot and resists corrosion. The Shell and Tube Heat Exchanger component consists of an elongated metal case that contains a plurality of small diameter, spirally corrugated straight metal tubes. The tubes are oriented length wise inside a metal shell or case enclosure. The Spirally corrugated metal tubes are separated, in a side by side arrangement, and are uniformly spaced and in close proximity to each other. Both opposing ends of the cylinder shaped external metal case are welded and sealed closed, only leaving open the ends of the spirally corrugated metal tubes, which are intended to be open to a straight through center laminar flow path for the air and fuel mixture to travel. The welded and sealed case ends also create a “secondary internal chamber”, which encloses the spirally corrugated tubes within the metal case. On the outer “sides” of the metal case, and on opposite ends, inlet and outlet ports have been opened up, and diagonal oriented pipes with flanges are welded on to the exterior of the metal case. The inlet and outlet pipes can be positioned on the same or opposite side of the outer case, depending on requirement for chassis fitment. These inlet and outlet pipes allow access through the sides of the metal case to the inner chamber where the spiral corrugated tubes are located. This configuration creates an ingress and egress for a secondary internal flow pathway where hot exhaust gas, from the engine, may enter into the enclosed chamber. Exhaust gasses flow into the side, on one end, then the hot exhaust gas to flow over and in-between the spiral corrugated metal tubes, (inside the enclosed chamber), and then exit at the opposite end of the heat exchanger case, and are ducted into the outgoing exhaust system . There are two completely separated flow paths, in the design, one for the air and fuel mixture to flow through the center, inside of the spiral corrugated tubes, and a second flow path for the hot exhaust gases, to flow within the enclosed case chamber, over and in between the exterior of spiral corrugated heat exchanger tubes. The hot exhaust gas can only communicate with the cool air and fuel mixture through the transfer of exhaust heat by the principal of heat conduction. Conversely, the cool air and fuel mixture from the carburetor or fuel injection unit then counteracts the exhaust heat through an evaporative cooling effect from the flow of cool liquid gasoline and atmospheric air through the inner flow path of the tubes. For example, considering that an exhaust temperature entering the heat exchanger may reach approximately 400 to 500 degrees Fahrenheit, and after the evaporative cooling effect from the center flowing air and fuel mixture, the heat exchanger system will reach temperature equilibrium. Then the heated air and fuel mixture temperature may end up being approximately 200 to 300 degrees Fahrenheit. The target temperature of the disclosed Gasoline Vapor systems described in this text, for the vaporization by heat of atmospheric air and fuel mixtures is 250 degrees Fahrenheit. Gasoline is a mixture that is composed of a variety of ingredients that vaporize at different temperatures. The majority of gasoline components vaporize at temperatures of 80 to 250 degrees Fahrenheit. The slower vaporizing ingredients vaporize from 250 to 437 degrees Fahrenheit. Complete vaporization, (100%), of liquid gasoline occurs by 437 degrees Fahrenheit. Spontaneous combustion of gasoline from the application of heat occurs at 495 to 536 degrees Fahrenheit, (depending on the gasoline formulation). It must be understood that these commonly accepted vaporization temperatures are for liquid gasoline only. I have discovered that when atomized gasoline is mixed with atmospheric air, (oxygenation), and then thoroughly emulsified into a homogenous mixture, and when compressed, the required vaporization temperature by the application of heat is as much lower than that of liquid gasoline alone. For complete vaporization, it is not necessary to heat the Atmospheric Air and Gasoline mixture to its full liquid boiling point of 392 to 488 degrees Fahrenheit. Thorough pre-heating of the air and gasoline mixture to 250 degrees Fahrenheit, when flowing through the intake manifold tract, allows an engine to run and perform satisfactorily. Further heating of the pre-vaporized air and gasoline mixture will also occur when the mixture enters the hot combustion chamber, which will have a surface temperature that can exceed 450 degrees Fahrenheit from the previous combustion process. I have also found that an internal combustion engine can also run and perform well on an air and gasoline vapor mixture that is leaner than “Stoich”, (14.7:1), where the air and fuel mixture is maintained at a ratio no leaner than 20:1. Draw Through Turbine Heat Exchanger Compressor component The 3 Stage system also incorporates a “Draw Through Turbine Heat Exchanger Compressor” component which is strategically positioned in between the Shell and Tube heat exchanger, and the internal intake manifold heat exchanger Coil. The “Draw-Through Turbine Heat Exchanger Compressor” component comprises a duality of turbine impellers, mounted on opposite ends of a shared drive shaft. The two turbine impellers are each are positioned, in their own separate scroll shaped housings on opposing sides of the shared drive shaft. One side resides within an aluminum turbine compressor housing and the opposite side within a cast iron exhaust turbine housing. A pressurized engine oil lubricated bearing and seal assembly is centrally positioned in between the two turbine housings and turbines. Exhaust gasses are discharged from the internal combustion engines - combustion chamber exhaust port, into an exhaust manifold header. The exhaust manifold header then transfers hot exhaust gasses to the exhaust turbine housing. The exhaust side turbine impeller is positioned in the exhaust flow path, inside the exhaust housing, which is connected by an inlet pipe to the exhaust manifold header. In this configuration, hot exhaust gasses expand against the outer perimeter of the exhaust turbines spiral shaped impeller blades within the scroll shaped exhaust housing. The hot gas expansion exerts directional pressure onto the sides of the impeller blades. This facilitates the conversion of heat energy through hot exhaust gas expansion into rotational mechanical energy, which spins the turbine at a high velocity. The exhaust gasses then flow inwards through the spiral crevasses between the turbine blades, and exit the exhaust housing through an exhaust port located in the center of the exhaust housing, and then out through the exhaust pipe. The shared turbine shaft then transfers the mechanical rotational forces from the exhaust turbine to the compressor turbine on the opposing side of the shared drive shaft. This allows for the high speed rotation of the compressor side turbine impeller within its own separate scroll shaped compressor housing. A centrally positioned inlet orifice allows for the induction of the heated vaporized air and fuel mixture into the compressor housing. The knife edged impeller blades rotationally, cut and segment the incoming gaseous vapor intake charge, at a high rate of speed, and through inertia, throw the air and gasoline vapor mixture from the center inlet- outwards at a great velocity, flowing against the inside of the compressor housings scroll shape, allowing no reverse movement, and thereby pushing the hot gaseous vapor forward under pressure, out through the compressor nozzle. The gap tolerances between the turbine impeller blades and the compressor housing are very small, allowing no significant gap for any gaseous vapor to escape the confines of the housing. The high speed rotational flow of the compressor turbines impeller also creates its own vacuum, facilitating the induction of the heated gaseous air and fuel mixture from the Shell and Tube heat exchanger, and also preventing any gaseous vapor from escaping through the compressor housing. The “Shell and Tube” style Heat Exchanger System introduces a homogenized gasoline and atmospheric air mixture in a completely “gaseous state” into the compressor housing of the “Draw Through Turbine Heat Exchanger Compressor” . The exhaust heated gasoline vapor and atmospheric air mixture, in a completely dry gaseous form, first flows through the center of the Stage 2 “Shell and Tube” style heat exchanger, and then into the inlet on the compressor side of the “Turbine Heat Exchanger Compressor”. The heated gasoline vapor, in gaseous form flows through the compressor, and is compressed, thereby pressurizing the entire intake manifold tract with a hot gasoline vapor and air mixture. As previously stated, a liquid cannot be compressed, and to introduce a liquid into the compressor housing, even in atomized form could cause damage to the bearing and rotating assembly of the “Draw through Turbine Heat Exchanger Compressor”. Although the associated illustrations resemble a standard “Turbocharger”, this unit is not a typical turbocharger. A typical Turbocharged system allows the Turbocharger to induct only filtered atmospheric air, from the ambient, compressing that air, and then “after the compressor”, liquid petroleum fuel is introduced through a fuel introduction means, (carburetor or fuel injection), thereby pressurizing the Intake manifold tract, cylinder head intake ports, and finally the valve controlled combustion chambers. As you will note, there is no liquid petroleum fuel introduced into the Turbochargers compressor housing. The reason for this is quite obvious; to introduce a liquid into the compressor housing, even when in atomized form and emulsified with air, then into the compressor turbine severely inhibits, (bogs down), the high speed rotational function of the turbocharger. Draw-Through Turbocharger systems have been tried and used in the past, but, because of the liquid induction issue, the “Blow-Through Turbocharger systems became more prevalent. The Draw through turbine heat exchanger can spin at speeds exceeding 100,000 rotations per minute (rpm), and employs a highly balanced rotating assembly. If an excess amount of” liquid gasoline” were sucked into the compressor housing and into the crevasses of the blades in the compressor assembly, the turbine could be thrown out of balance and or “hydro-lock”, which could damage or even destroy the turbine and the bearing assembly. This is why it is imperative to completely gasify the air and fuel mixture first, prior to being inducted into the compressor turbine assembly. The 3 Stage “Draw Through Turbine Heat Exchanger Compressor” system is laid out in the following linier progression: 1) Air Cleaner, 2) Carburetor or Fuel Injection unit, 3) Diffuser Chamber with Cone Diffuser, 4) the Shell and Tube Heat Exchanger, 5) Metal to Metal connection means to compressor housing inlet, 6) “Draw Through Turbine Heat Exchanger Compressor”, 7) the Intake Manifold with the “Internal Heat Exchanger Coil”, -or-“ Internal Heat Exchanger Sphere”, 9) Cylinder Head, 10) Combustion Chamber. As you will note, the atmospheric air and liquid gasoline fuel induction occurs prior to the Shell and Tube Heat Exchanger , which then converts the air and liquid fuel mixture, using exhaust heat, into a completely dry homogenous gaseous vapor first, and is no longer in liquid form, prior to induction into the “Draw Through Turbine Heat Exchanger Compressor” unit. Pascal's Principle of Hydraulics dictates that you can compress a gas, but you cannot compress a liquid, therefore gasoline in its liquid state cannot be compressed, but when gasoline, a “liquid”, goes through a phase change by heat, and is converted to a completely gaseous state, and is mixed with atmospheric air, (also a gas), the resulting homogenous air and fuel mixture in a gaseous state can be compressed. A typical turbocharger unit must be extensively modified to serve a different function and a different set of parameters for using a heated gasoline vapor and atmospheric air mixture. A typical “Turbocharger” is designed to ingest relatively cool ambient atmospheric air, from the atmosphere, through an air cleaner assembly, and is not designed to ingest a heated and flammable gasoline and atmospheric air mixture in gaseous form. Therefore a common Turbocharger will not work in its standard configuration, and consequently, must be extensively modified to work with a hot gasoline and air vapor. The standard bearing seals must be replaced with “Carbon Seals” that have the capability of handling the hot gaseous vapor being forced through the compressor housing. Two flanges must also be welded onto the aluminum compressor housing, one on the compressor inlet, and one on the compressor outlet nozzle, in order to completely seal off any of the heated combustible gaseous mixture from escaping into the atmosphere. Heated gasoline vapor and atmospheric air mixture is volatile, and any leak could cause an extreme fire hazard. Because of the heat generated on the hot end of the Shell and Tube heat exchanger’s metal case, (up to 500 degrees Fahrenheit), metal flanges must be used. (To defray any confusion, this is not to say that the air and fuel mixture is 500 degrees Fahrenheit, as the temperature of the air and fuel mixture is maintained within the shell and tube heat exchanger at 225 to 275 degrees Fahrenheit, due to the counter cooling effect of the air and fuel mixture flowing through the center of the shell and tube heat exchanger tubes.) A typical, off the shelf “Turbocharger” is designed to utilize silicone type hoses attached with band clamps, which will not work with the amount of heat being generated on the “hot end” of the Shell and Tube Heat Exchanger. In testing, high temperature silicone hose was tried, and in a short period of time, became charred and started to disintegrate by heat generated from the Shell and Tube heat exchanger. Therefore, the induction side of the compressor housing , being made of aluminum, must have an aluminum flange welded on that is commensurate in diameter, to the Shell and Tube Heat Exchangers metal case, so that there can be no restriction to the laminar flow, that could be caused by a reduction in the connection size. There is metal to metal contact between the hot end of the Shell and Tube heat exchanger and the aluminum compressor housing inlet orifice, which allows for the conduction and transfer of heat from the Shell and Tube heat exchanger, to the aluminum compressor housing, therefore heating the compressor housing continues the heating of the air and fuel mixture that flows through the compressor housing. The “Draw through Turbine Heat Exchanger Compressor” component must also be securely connected and sealed to the Shell and Tube Heat Exchanger so that no flammable gaseous gasoline vapor can escape into the atmosphere. The Shell and Tube heat exchanger must also be supported structurally with a supporting bracket to support the weight of the Shell and Tube heat exchanger plus the weight of the carburetor or fuel injection assembly. In the prototypes, the inventor has used Turbocharger “V-Band clamps” and weld on “V-band flanges” for the connections. A supporting bracket is employed and attached to the Shell and Tube heat exchanger’s case to support its weight. The “Draw through Turbine Heat Exchanger Compressors – Discharge Nozzle” must also have a commensurate sized flange welded on. The Discharge nozzle is connected directly to the intake manifold by a V-Band clamp bracket. This V-Band bracket serves as an interface or connecting point between the Draw Through Turbine Heat Exchanger Compressors – Discharge Nozzle and the intake manifold. The exhaust side turbine housing and corresponding exhaust turbine impeller assembly must also be reduced in physical dimensions as compared to a standard turbocharger. This reduction in the size of the internal passageway allows for a more responsive and concentrated exhaust gas flow over the exhaust side impeller. This re-proportioning also allows the Exhaust Turbine to function in a much lower operating range, starting at engine idle. The Draw Through Turbine Heat Exchanger Compressor continues the process of heating the gaseous mixture after receiving hot gasoline and atmospheric air vapor from the Shell and Tube style Heat Exchanger in three ways; 1) Heat from the hot exhaust manifold header is transferred from the exhaust side turbine shaft to the compressor side turbine by conduction , heating the compressor turbine blades and also the compressor housing, which is in close proximity, then transfers more heat to the to the already heated gaseous air and fuel mixture. 2) The metal to metal connection between the hot Shell and Tube heat exchanger and the aluminum compressor housing inlet orifice also allows for conduction and transfer of heat from the Shell and Tube heat exchanger shell to the compressor housing. 3) The act of the compression, in itself also further heats the gaseous air and fuel mixture. This heating by compression of the gaseous mixture is accomplished on a molecular level. When a gas is compressed, the molecules are packed closer together causing friction between the molecules, and therefore creating heat. The Draw Through Turbine Heat Exchanger Compressor is considered to be a “Supercharged” system, and produces a higher level of horsepower and torque in an internal combustion engine as compared to a “naturally aspirated” heat exchanger system. Exhaust Gas Heat Exchanger Coil component The heated gasoline vapor and atmospheric air mixture in gaseous form, continues its progression in route through the intake manifold tract, and then comes into contact with the exhaust gas heated Heat Exchanger Coil”, which is positioned inside the intake manifold, and is in close proximity to the cylinder heads intake ports. As previously stated, the internal Heat exchanger Coil becomes a third in a series, supplemental heat exchanger, maintaining the heat, which helps to eliminate any gasoline vapor that may start to cool off, condense, and revert back into a liquid form when flowing through the intake manifold and into the engines combustion chamber at high velocity. The preferred intake manifold an “Open Plenum design”, that is constructed from aluminum, which absorbs heat quickly and radiates heat quickly, and facilitates a transfer of radiant heat to the gasoline and atmospheric air fuel mixture, which flows through the intake manifold. Aluminum Cylinder Heads are also preferred, because of their ability to transfer heat from combustion chamber heat to the aluminum Intake Manifold. Aluminum Cylinder Heads also reduce the occurrence of gasoline vapor pre-ignition or detonation, because of Aluminums ability for rapid release of retained combustion chamber heat. In Addition to the Heat Exchanger Coil, the intake manifold is also heated by unique “Aluminum Intake Manifold Gaskets”, which allow for the transfer of heat from the cylinder head(s) to the aluminum intake manifold. Alternatively, “Aluminum Inserts” may be installed into conventional compressed cardboard intake manifold gaskets. A consistent uniformity of the heating process throughout the three heat exchangers and the intake manifold tract, and pressurization of the gaseous fuel mixture is achieved for complete and through vaporization and homogenization, and increased density of the gasoline and atmospheric air mixture, which facilitates complete combustion of the air and fuel mixture. The Draw Through Turbine Heat Exchanger Control System Boost pressure is defined as the amount by which intake manifold pressure exceeds atmospheric pressure. The level of Boost pressure in pounds per square inch must be controlled. To control of the Boost level that is emitted from of the “Draw through Turbine Heat Exchanger Mixer”, a component called a “Waste-gate” valve is employed. The “Waste-gate” valve is a pneumatically controlled device that opens and closes based on the pressure signal from the intake manifold. The Wastegate is held shut by a spring inside the Wastegate housing. The spring has a predetermined pressure rate, (e.g. 4 to 6 psi). When the boost pressure exceeds the pre-set maximum spring rate, air pressure compresses this spring, progressively opening the Wastegate valve. This allows the exhaust gases from the exhaust manifold to pass through the Wastegate, and bypass the exhaust turbine, thereby regulating the exhaust turbines speed, and the boost level. The waste exhaust gasses are then directed into the outflowing exhaust pipe. The boost control of the Draw Through Turbine Heat Exchanger Compressor is completely automatic, and no further devices are required. Heat Expansion schedule The atomized gasoline, which has been emulsified with atmospheric air, through the carburetors “Venturi” is then heated as it flows through the Shell and Tube Heat Exchanger, which causes a phase change into a true gaseous form. When heated, the gaseous mixture “expands” significantly. If the air and fuel mixture is uniformly heated to 250 degrees Fahrenheit, the gaseous mixture will expand up to eighty times by volume. If the mixture is heated to 500 degrees Fahrenheit, the gaseous mixture will expand up to one hundred and sixty times. Auto-ignition temperature is the temperature at which the vapor ignites by heat, (spontaneous combustion), without an ignition source, such as a spark from a sparkplug. The “Auto-ignition temperature” of gasoline in a “liquid form” is from 495 – 536 degrees. When in an engine, if “Auto-ignition” of Gasoline Vapor were to occur, it could “detonate“, and damage the internal components of that engine. Therefore, the target vaporization temperature for the heated air and gasoline mixture in gaseous form, in the described heat exchanger system(s) is 225 to 275 degrees Fahrenheit, and is well under the auto-ignition temperature. When the air and fuel mixture is heated, phase change is initiated and expansion occurs, which makes the air and fuel mixture much less dense. The heated air and gasoline mixture in gaseous form is thinned out. This less dense mixture also means that there is a lesser quantity of air and fuel inducted into the combustion chamber when a “naturally aspirated” heat exchanger system is being utilized. Therefore, less gasoline will be consumed and also less power will be produced. This is akin to driving an automobile in the mountains at a high altitude, where the air is thinner and therefore less power is produced. Compensation for this situation is helped by the fact that by the gasification process, nearly 100% of the thinner gaseous air and gasoline mixture is consumed by the internal combustion engine. To greatly increase the power output of the engine, when running on a gaseous air and gasoline vapor mixture, two alternative methods may be employed. The Draw Through Turbine Heat Exchanger can be used to increase the density of the air and fuel charge by artificial pressurization. By packing more of the thinned gasoline vapor and air mixture into the combustion chamber under pressure, significant power increases will be generated by the internal combustion engine. The second method for increasing the fuel density requires increasing the static compression ratio of the internal combustion engine, by installing higher compression domed pistons. Installing domed pistons increases the static compression ratio of the engine because the pistons dome takes up more physical space within the combustion chamber, which then can compress the air and fuel mixture into a smaller physical space thus increasing the rate of compression and the density of the air and fuel mixture within the combustion chamber. Increasing the density of the air and fuel vapor mixture using either or both methods will increase the power output and the efficiency of the internal combustion engine within mechanical limits. Shut Down procedure for Carburetor Engines When using a carburetor, with the disclosed gasoline vapor system, a specialized shut down procedure must be employed. This special procedure does not apply to fuel injected gasoline vapor systems. A heated gasoline and atmospheric air mixture in gaseous form is much more volatile than the usual emulsified “liquid gasoline” and atmospheric air mixture. This is because liquid gasolines will not combust in liquid form, but will only combust in a gaseous form. When a common internal combustion engine is shut down, at least one of the engines cylinders will have an intake valve left open in the four stroke cycle. In many cases this open valve leaves open access to the hot combustion chamber, which has just gone through the combustion process with extremely high combustion temperatures. The un-combusted heated gasoline / air vapor mixture in gaseous form, which has contact with the hot combustion chamber could “auto ignite” and detonate the gaseous vapor inside the intake manifold tract, after the carburetor supplied engine has been shut off. This detonation could cause internal physical damage to the engine. Gasoline is supplied to the carburetor by a low pressure electric fuel pump. To eliminate the detonation problem, the supply of gasoline from the fuel pump to the carburetor or to the fuel injection unit, is electrically shut off by an on /off switch, and the engine is allowed to continue running until all air and gasoline vapor that is inside the intake manifold tract and the carburetors fuel bowl is consumed by the running engine. The engine will then simply stop, and no detonation can occur because all volatile air and gasoline vapor in the intake manifold tract has been consumed. The engine simply runs out of gas. An optional automated electronic module is available to serve this function. This procedure is not necessary with throttle body fuel injected systems because all fuel is shut off to the injectors electronically, and therefore all fuel induction is completely shut off so that the engine cannot run on or detonate. 6/19/2018 The process of HEATING the air and gasoline mixture that flows through the engines intake tract already happens on every gasoline powered internal combustion engine that has ever been built. Always remember that liquid gasoline will not burn in liquid form, but only the gaseous vapor emitted from the liquid gasoline will burn. My Gasoline Vapor System just does a more thorough and complete job of heating and mixing the air and gasoline mixture before it enters the Combustion Chamber, than any factory production system. https://l.facebook.com/l.php... YOUTUBE.COM ONLY VAPORS BURN ONLY VAPORS BURN https://youtu.be/vFPs4xsED74 YOUTUBE.COM Only Vapors Burn 1947 Chemistry of Fire US War Department Only Vapors Burn 1947 Chemistry of Fire US War Department https://youtu.be/Rpm_L6WiYtw YOUTUBE.COM Pyrolysis Demo Pyrolysis Demo https://youtu.be/NOTWg3Krww0 YOUTUBE.COM Flammable Vapors of Gasoline 1965 Flammable 6/17/2018 I will be testing the Camaro with the Gasoline Vapor System soon. Stay tuned. (picture of Camaro posted before it was painted.) I am concerned about the cars weight, at 3457 pounds, (empty), it's no light weight. · Here is the last Street car / race car I built. Big Block, 468 c.i. , Procharger D3R with Air to Water Intercooler, Blow Through Carburetor. It Dyno'd at 1378 HP at 5800 RPM @ 25 Pounds of Boost, on a Chassis Dyno. about like 12 years ago. It got about 2 M.P.G. on Race Fuel ! Well, That 70 Chevelle is one of many Race Cars that I built over the years, (I'm OLD ). I have been Drag Racing for 30+ years. I just decided to put my efforts into building a car for good gas mileage and clean emissions. 6/11/2018 Gasoline Vapor (Gasification) System Flow Sequence. 1. Air, (Oxygen) enters the Carburetor by engine vacuum. 2. Liquid Gasoline is Atomized, (turned into a fine mist) and then Emulsified, (mixed with ambient air - Oxygen) at a high velocity when flowing through the Carburetors Venturi Tube. 3. A chemical reaction occurs,(Evaporization), between the finely atomized gasoline and the ambient air, which makes the mixed air and fuel mixture ICE cold. This is called the "Evaporative Cooling Effect". The temperature of the now mixed air and fuel mixture can drop to 45 degrees Fahrenheit. 4. The cold Atomized Liquid Gasoline mist that is mixed, (Emulsified) with Ambient Air is then drawn into the THIRTY - 3/8 inch Stainless Steel tubes inside the Primary Heat Exchanger by engine vacuum. 5. The 30 tubes inside the Primary Heat Exchanger become very HOT from exposure to exhaust gas heat. The large quantity of tubes allow for a large physical surface area of exposure to exhaust heat which flows over the outside of the tubes, thereby heating the tubes inside the shell of the Primary Exchanger. As the Air and Fuel mixture flows through the inside of the 30 tubes it is exposed to HI HEAT from the engines exhaust system which originated in the engines combustion chamber. The temperature of the engines exhaust heat gasses flowing over the outside of the 30 tubes can be up to 500 degrees Fahrenheit. The cold Air and Gasoline mixture is kept separated from the Hot Exhaust gasses because they are kept apart from one another in two separate compartments. The Heating of the Air and Gasoline mixture can only be communicated by Heat Conduction, (the tubes get hot). Conversley, the Cold temperature of the Air and Gasoline Mixture, (45 degrees Fahrenheit) flowing inwards at a high velocity towards the engine - COUNTERACTS - the high heat, (500 degrees Fahrenheit ), from the Exhaust Gasses that flows in an opposite direction, over and in between the outside of the tubes . 5. The Air and Gasoline Mixture then absorbs the heat , and is heated to a temperature of 250 to 300 degrees Fahrenheit at a high rate of speed. This heating of the Atomized and Emulsified Air and Gasoline mixture creates another chemical reaction known as a Phase Change, which changes the mixture into a clear invisible GASEOUS form. The Gasoline is no longer a liquid, and will stay in a gaseous form as long as it is kept hot. 6. Heating the Air and Gasoline mixture changes it into a homogenous GAS, but it also makes it EXPAND and become Thinned Out. To compensate for this expansion, the mixture must be compressed. A Turbocharger is used to compress the now Gaseous Air / Gasoline Vapor Mixture to increase its Density. 7. The Turbocharger pressurizes the Intake Manifold with Hot Gasoline / Air Vapor mixture in a Gaseous form. 8. The Intake Manifold is also kept hot because Aluminum Intake Manifold Gaskets are used. The Hot Aluminum Cylinder Heads, transfer heat through the Aluminum Intake Manifold Gaskets, to the Aluminum Intake Manifold, through the principal of Heat Conduction. Aluminum is an efficient heat conductor. The Intake Manifold is kept at a consistent 250 degrees Fahrenheit. 9. When an intake valve opens, the hot gaseous Air and Gasoline mixture is forced into the engines cylinder under low pressure. At this time, the 250 degree Gasoline Vapor encounters combustion chamber cylinder temperatures that can be up to 478 degrees Fahrenheit. This further heats the Gasoline Vapor mixture to over 400 degrees Fahrenheit inside the Combustion Chamber, prior to the Combustion process. This final stage of heating of the Gaseous Gasoline Vapor Mixture facilitates complete combustion of the Gasoline Vapor Mixture. For Combustion, You must have Fuel, Oxygen, Heat, and an Ignition source, (except for spontanious combustion, where it self ignites). 6/9/2018 Please consider this: The average internal combustion engine in an automobile is only from 8% to 25% efficient. Most of the loss in efficiency are through: Un-combusted wasted fuel, heat losses exiting the exhaust system, coolant system heat losses, and frictional losses. Some Internal Combustion Engine losses are mostly non-recoverable, like frictional losses and coolant system losses. These non-recoverable losses amount to approximately 15% in inefficiency that cannot be recovered. So, if you were to increase the efficiency of your engine, it would be very unlikely that your internal combustion engine could ever exceed 85% efficiency. To achieve an 85% efficiency rate from an automotive internal combustion engine would be incredible, a real world changer! The best ever increase in engine efficientcy was achieved by the Automotive Legend Smokey Yunick. Smokey achieved a documented 50% increase in Gas mileage and 1.8 Horse Power per cubic inch with his Gasoline Vapor System ! Now, lets say that in the Real World, that your V8 engine automobile gets 15 miles per gallon on the highway, assuming a 25% efficiency rate. So, if you could get 100% engine efficiency,(which you can't), you would simply multiply 15 M.P.G. times 4 = 60 M.P.G. But remember, you can only achieve 85% due to unrecoverable losses, So, 85% of 60 M.P.G. would be 51.6 M.P.G. What I am saying is be careful of salacious claims of people getting 100, 200, or more M.P.G with their devices, and don’t believe everything that people claim, because most of it is Bogus! Also dont forget about things like: Aero Dynamic losses, the weight of your vehicle, the friction from your tires, driving up steep grades, stop and go traffic, Disk Brake drag, parasitic losses, ( Air conditioning and power steering ), etc.. Their are many things to consider ! 5/19/2018 My new Business Cards. Yes, A stand alone module controlled Throttle Body Fuel Injection is available for Harley Davidson's but they are pricey. 5/2/2018 The Venturi effect is the reduction in fluid pressure that results when a fluid flows through a constricted section (or choke) of a pipe. The Venturi effect is named after Giovanni Battista Venturi (1746–1822), an Italian physicist. Michael Vannozzi https://en.wikipedia.org/wiki/Venturi_effect EN.WIKIPEDIA.ORG Venturi effect - Wikipedia Regarding my system, the atomization of the liquid gasoline and the emulsification of the atomized gasoline with ambient air, occurs in the carburetor's Venturi tube. At this point, the atomized gasoline is broken down into a fine mist, but is still in liquid form. The "Phase Change" from a liquid form into a true gasseous state happens when significant heat is applied to the air and gasoline mixture when flowing through the primary heat exchanger. Regarding your question: " How well do vapors flow through a venturi ?" Ambient Air is a gas, and it flows through a carburetors Venturi, and functions in a satisfactory manor. 5/2/2018 In fluid dynamics, Bernoulli's principle states that an increase in the speed of a fluid occurs simultaneously with a decrease in pressure or a decrease in the fluid's potential energy. The principle is named after Daniel Bernoulli who published it in his book Hydrodynamica in 1738. https://en.wikipedia.org/wiki/Bernoulli%27s_principle EN.WIKIPEDIA.ORG Bernoulli's principle - Wikipedia ________________________________________________________ 4/29/2018 Transmission weights: 1) Muncie 4 speed - 75 pounds, 2) Tremac T5 - 5 speed overdrive manual transmission - 75 pounds, 3) TH350 - 120 pounds, 4) TH400 - 135 pounds, (55 pounds of internal rotating weight), 5) 700r4 - 155 pounds, 6) 4L60e - 195 pounds, 7) 4L80e - 255 pounds. These weights do not include the weights of the Tourque Converter or the weight of the Transmission fluid ( @ 8 to12 quarts). I also weighed my 700r4 Torque converter, and it weighs 35 pounds. The engine likes the smallest carburetor with large jets,( I'm still testing). I am currently running the smallest carburetor; the Mikuni 42 mm which is rated at 217 c.f.m. with #240 jets. The engine did not like the Weber DCOE 45 , 440 c.f.m. carburetor at all. I speculate that this is because the larger dual Venturi orifice's draw in ambient air at a much lower speed, and there by the air that is flowing through the Webber carburetor's Venturi is at a higher pressure, which will then syphon less gasoline. This creates a very lean Air Fuel ratio, which basically means that not enough gas is entering the combustion chamber. I did greatly increase the main jet sizes in the Weber with no appreciable richening effect. The Mikuni 42 mm has a much smaller Venturi Orifice, which greatly increases the velocity of the air being drawn through the Venturi, and thereby greatly increasing the "Syphon Effect" on the gasoline in the carburetors fuel bowl. Keep in mind that the 215 c.f.m. rating does not mean that the small carburetor is drawing in only 217 c.f.m because that rating is for "Naturally Aspirated" engines. The Turbocharger draws in the air at a greatly increased velocity and c.f.m., and thereby draws in more gasoline. In response to a question, Michael wrote “I have been driving the car every day, with the 4 speed, and it runs strong, pulls strong, and makes good power. This morning I was cruising at 85 mph on the freeway, up the grade to the development where I live North of Reno at a 5000 foot elevation. You are assuming that the carburetor is ingesting air at the carburetors advertised CFM rating. This however is not the case because the engine is being artificially aspirated by the turbocharger. The carburetor is drawing in much more air than its factory rating, which I assume would probably be at ambient air pressure at sea level. You are assuming that the carburetor is ingesting air at the carburetors advertised CFM rating. This however is not the case because the engine is being artificially aspirated by the turbocharger. The carburetor is drawing in much more air than its factory rating, which I assume would probably be at ambient air pressure at sea level. Yes, I do think that the Turbocharger is at a minimum doubling the air flow being drawn through the small carburetor, as the RPMs increase. The system is working, and working well. I am working with cause and effect. I don't currently have a way to accurately determine the amount of air being drawn into the carburetor under boost conditions. Yes, air is thinner at higher altitudes, and the Turbocharger seems to be compensating for that fact. I can tell you this, the velocity of air being drawn into the carburetor is very strong, and the engine has instantaneous acceleration to Red Line. There is no sense of bogging or lackadaisical engine acceleration. The engine snaps right up to high RPM. Currently, my attention is focused on installing the T-5 transmission in the car. Yesterday, I was struggling to remove the heavy cast iron Saginaw 4 speed from the car, while laying on the concrete floor, I seem to have strained a muscle in my neck, and I am having neck pain. Working diligently.” 3/8/2018 WARNING: CAUTION, Gasoline Vapor is an explosive mixture, and is much more volatile than liquid gasoline. Gasoline vapor from the evaporation of liquid gasoline is highly combustible and volatile, and very dangerous. Gasoline vapor can be emitted from liquid gasoline by heat, warm ambient temperatures, vibration, shaking or mixing or pouring. Never have a flame source, heat source or electrical spark source near gasoline vapor. Keep gasoline far away from flames, pilot lights, stoves, heaters, sparks, welding or any other source of ignition. Keep gasoline out of the reach of children, or those deemed or adjudicated incompetent. Keep gasoline out of direct sunlight. Use gasoline outdoors only. Do not store gasoline in your vehicle or living space. Do not siphon gasoline by mouth. Gasoline is "POISON " and is Harmful OR Fatal if swallowed. Always use gasoline in a well ventilated area, away from buildings or structures. Static electricity can ignite gasoline. Never Smoke near where gasoline is located. If you have decided to build a "Gasoline Vapor System", You do so at your own risk, and every effort should be made to make a "SAFE SYSTEM", using high quality materials and safely engineered construction. DO NOT USE PVC, (Poly Vinyl Chloride) components or parts. Precautions should be made to keep any gasoline reservoirs or conduits a safe distance from any engine heat or spark sources. You should use a very minimal amount of rubberized gasoline hose in your engine compartment, instead use metal gasoline line or metal braded gasoline line. Never use a hose materiel that is not specifically made for gasoline. Gasoline and Gasoline Vapor is "Highly Flammable" and "Highly Explosive", and should always be used carefully with "Extreme Caution". Many people have had their automobiles and homes burn to the ground, and have been burned to death , or have had bystanders or occupants of automobiles burned to death or have been severely burned by gasoline flames. Gasoline is also a "Carcinogen that has been proven to cause Cancer. Never allow gasoline to have contact with your skin. Never breathe gasoline vapor. PUBLIC DISCLAIMER: The authors or members of Gasoline Vapor Systems are not responsible for any death, injury or loss of property under any circumstance, for the use or misuse of gasoline, gasoline vapor, Hydrogen, Diesel fuel, Propane, or any other flammable fuel or fuel additive, or with any gasoline vapor apparatus or misuse of gasoline or any other flammable fuel. If you have any doubt about the use of gasoline or a gasoline vapor apparatus, consult a qualified technician who is highly experienced in the use of gasoline or gasoline vapor apparatus systems or gasoline oriented parts or materials. Use Gasoline, Gasoline Vapor apparatuses or other flammable fuels or gasses at your own risk. 1/18/2018 · Page 23 from Ray Covey's Book, (1982) : 3
Reply o · 2y o · Edited · Michael Vannozzi Page 24 from Ray Covey's Book ,(1982) : Please print these pages as they are hard to read on the screen. It is initially 250 - 275 degrees Fahrenheit, but is heated further when the heated air and gasoline vapor mixture enters into, and makes contact with the hot combustion chamber which is 450 - 478 degrees Fahrenheit. As to your efficiency question, all I can tell you at this point, is that virtually all of the gasoline is consumed by the engines combustion process, and the exhaust emissions are extremely clean. Please also consider that the numbers quoted above in the Ray Covey book is for liquid gasoline, and not for a emulsified homogeneous ambient air and gasoline vapor mixture. Spontanious combustion temperature for gasoline is 495 - 536 degrees Fahrenheit. Please also remember that the Gasoline Vapor mixture is heated further when it contacts the hot combustion chamber components at the end of the exhaust stroke / beginning of the Intake stroke . Internal component / cylinder temperatures have been measured at 478.4 degrees Fahrenheit. http://papers.sae.org/930217/ PAPERS.SAE.ORG Combustion Chamber Temperature and Instantaneous Local Heat Flux Measurements in a Spark Ignition Engine 3/8/2018 I Invite the members of the Gasoline Vapor Systems to duplicate my system for your own personal use.
Atomize, emulsify, heat, & compress the homogenous air & gasoline mixture before induction into the engine . 2/26/2018 BE CARFULL, Their are literally hundreds of Scam gadgets out their that claim to increase your gas mileage and or Horse Power. Don't fall for their lies. Dont waste your money. It's all a big Scam job to seperate you from your hard earned money. Please consider this: The average internal combustion engine in an automobile is only from 8% to 25% efficient. Most of the losses in efficiency are through: Un-combusted wasted fuel, heat losses exiting the exhaust system, coolant system heat losses, and frictional losses. Some Internal Combustion Engine losses are mostly non-recoverable, like frictional losses and coolant system losses. These non-recoverable losses amount to approximately 50% in inefficiency that cannot be recovered. So, if you were to increase the efficiency of your engine, it would be very unlikely that your internal combustion engine could ever exceed 50% efficiency. To achieve a 50% efficiency rate from an automotive internal combustion engine would be incredible, a real world changer! Now, let’s say that in the Real World, that your V8 engine automobile gets 15 miles per gallon on the highway, assuming a 25% efficiency rate. So, if you could get 50% engine efficiency, (which you can't), you would simply multiply 15 M.P.G. times 3.3 = 49.5 M.P.G.. What I am saying is be careful of salacious claims of people getting 100, 200, or more M.P.G with their devices, and don’t believe everything that people claim, because most of it is Bogus! Also don’t forget about things like: Aero Dynamic losses, the weight of your vehicle, the friction from your tires, driving up steep grades, stop and go traffic, Disk Brake drag, parasitic losses, ( Air conditioning and power steering ), etc.. There are many things to consider! Somtimes I think that their are so many gasoline vapor systems that have been put out there on Youtube that don't work in order to "Muddy the Waters",in an effort to deter the general public's acceptance and give the technology a bad name, so that the general public will not take the technology seriously. 2/18/2018 https://www.hemmings.com/.../Now-you-see-it.../1814233.html HEMMINGS.COM Now you see it; now you don't - Hemmings Motor News How gasoline vaporizes - Tips from the May, 2009 issue of Hemmings Classic Car ________________________ 2/8/2018 "The most common automotive fuel, gasoline, is not composed of uniform hydrocarbon molecules. Gasoline is actually a mixture of many different compounds that are distilled from crude oil, and each distilliate has a different vaporization temperature, or boiling point, at which the liquid changes to a vapor. Some parts of gasoline vaporize very easily at low temperatures to help get a cold engine started. Other parts have a much higher boiling point to prevent the fuel from vaporizing in the fuel lines in route to the engine" HOTROD Magazine, June 1984 If you understand the facts stated in this article, you will then understand why "Bubbler Systems" only vaporize part of the gasoline, the "Light Ends", but the "Heavy Ends" are left unvaporized in the Bubbler resovior. A member suggested this reference: https://www.engineeringtoolbox.com/fuels-boiling-point-d... ENGINEERINGTOOLBOX.COM Fuels and Boiling Points Fuels and Boiling Points Michael commented “this is a great reference and contribution.” https://en.wikipedia.org/wiki/Octane_rating EN.WIKIPEDIA.ORG Octane rating – Wikipedia 1/28/2018 If you would like to purchase an illustrated CD of Michael Vannozzi's Patent Pending Gasoline Vapor System, including Patent notes, Send $20 dollars, (postage included) to : Michael Vannozzi, 18341 Panda Bear Court, Reno, Nevada 89508 . Email: [email protected] Please include your return shipping address, and email me a note so that I can burn a CD and have it ready to ship to you. Thanks, Mike 12/30/2017 I posted the Comp Cams profile card here on this site. When you use !00% Gasoline vapor, and if the A/F ratio and ignition timing is correct, it doesn't detonate. Aluminum cylinder heads also help because of thier ability to dissipate combustion heat. I can tell you this with confidence because I have done a lot of engine tuning and testing, advancing the ignition timing, and using 87 octane gasoline, and I have not experienced any knock. The high compression ratio was achieved by using a 10.5:1 static compression ratio forged pistons, and 4 pounds of boost from the turbocharger.
http://l.facebook.com/l.php?u=http%3A%2F%2Fwww.compcams.com%2FCompany%2FCC%2Fcam-specs%2FDetails.aspx%3Fcsid%3D71%26sb%3D2&h=ATNCKNoir9f-8Z_9D_3wTGRbiffqjtMqs56nba5YDdw74tlOcfm9NPuc8bJQx756y4l6jWvnDGt3b8F9rJXUSCgeEuWVLFjNLTrdAe9iNChhsf-ULarV0A_pX2aaOh6… COMPCAMS.COM 12-205-2 - High Energy™ 12-205-2 - High Energy™ http://l.facebook.com/l.php?u=http%3A%2F%2Fwww.compcams.com%2FCompany%2FCC%2Fcam-specs%2FDetails.aspx%3Fcsid%3D149%26sb%3D2&h=ATNJJl4UFDlMjUWTEDYGVSNGQunbNzOzqjpaQ1_XT1ELooqXOJ8-k9XU-neHVh9zjM9DfqwMlwrIiI2GJIUGl7RfAjffwDyZW5PugLoLjEQXn-caBtIW38RZKzWfqE… COMPCAMS.COM 12-410-8 - Magnum™ 12-410-8 - Magnum™ The Carburetor is a 48mm Mikuni "Flat Side" carburetor made for a Harley Davidson Motorcycle. It is rated at 270 cfm. It is a Mass Ratio, also, all gasoline powered Internal Combustion Engines run on heated gasoline vapor because liquids do not combust. Just like steam from boling water in a pot will condense back into a liquid on the pots lid. To stop it from condensing it must be kept hot until it enters the combustion chamber. 1/26/2018 From Ray Covey's Book, 1982 : You can buy & Download it here: http://www.nutech2000.com/products/super-fuel-efficiency/ NUTECH2000.COM SUPER FUEL EFFICIEN 1/23/2018 I think that Smokey tested the limits of heating the Gasoline Vapor mixture versus the mechanical limits of heating an Internal Combustion engine. He pushed the mechanical limits until the engines failed while testing the engines on the Dynamometer. I think that he did this many times with different engines. He pushed them to the limits of mechanical failure, and established a red line. I think that Smokey then reduced the heat until Engines would live with the maximum heat that the engines could endure without catastrophic engine failure. The real question comes down to: How Hot Can You Go and allow the engine to live in the real world ? There are different phases in the heat cycle when the atmospheric air and gasoline mixture flows through the induction circut. Cool liquid gasoline is first Atomized and then emulsified with ambient air when flowing through the uretors Venturi tube at an established Stoichiometric ratio of 14.7:1. An initial partial phase change is created by the emulsification which causes an evaporitive cooling effect that can be measured at the intake plenum. Initally cool temperatures are shed and the mostly liquid gasoline and atmospheric air mixture is warmed. Sufficient heat is then applied to the air and gasoline mixture when flowing through the first primary heat exchanger to create a majority phase change of at least 80% of the vapor mixture into an homogenous gaseous vapor mixture. Expansion of the mixture also occurs by the application of heat, which at 250 degrees Fahrenheit is about 80 times expansion. The gasoline vapor mixture is then drawn into the turbocharger by vacuum and is compressed, which increases the density of that mixture. Further heating is also attained by compressing the mixture. The gasoline / air vapor mixture next encounters an increase of heat in the intake manifold which has been heated externally by ducted exhaust gasses flowing over the intake manifold within an external shroud. The final heating occurs when the mixture enters the combustion chamber where the vapor mixture encounters cylinder temperatures of up to 478 degrees Fahrenheit. At this point any residual heavy ends within the gasoline mixture become fully vaporized. A complete phase change of the atmospheric air / gasoline mixture has been implemented, and complete and efficient combustion can now occur within the combustion chamber. I think that Smokey used the "Process of Elimination". It must be determined what will NOT work to discover what WILL work. After these parameters are known, a process of testing and re-testing will finally establish the universal sweet spot . The goal being the HIGHEST POSSIBLE HORSE POWER & TORQUE + the HIGHEST POSSIBLE FUEL MILEAGE + the LOWEST POSSIBLE EXHAUST EMISSIONS = the HIGHEST POSSIBLE EFFICIENCY from an Internal Combustion Engine, when using the gasoline that was available to the general public, (1987). 1/21/2018 From the Dyno Days video above, Smokey Yunick says: " In the adiobatic concept, you can never use gasoline as a fuel because the engine is so hot, if you try to put gasoline in it, the engine would detonate." ....... So, either Smokey changed the "Adiabatic Concept" -or- He wasn't using gasoline as a fuel. Not using gasoline is not a realistic option because other than Diesel, Propane and Natural Gas, and Electric, All other vehicles run on Gasoline. Is it possible that Smokey just ended up building a very efficient Gasoline Vapor System ? Thanks for the clue Daniel. ad-i-a-bat-ic adjective 1. occurring without gain or loss of heat (opposed to diabatic ): an adiabatic process. Smokey Yunick did achieve high efficiency. Smokey also educated future generations that their are limits to heating gasoline. Smokey left a legacy of a lifetime of mechanical achievements. Smokey Yunick was a Mechanical Genius. He was also in a position with his garage to test his theories and methodology. Smokey Yunick was truely One of a Kind, and is sorely missed. Thank you Daniel Soliz for allowing the members of the Gasoline Vapor Systems group to hear the words of the great Smokey Yunick ! Unfortunately, this is such a short video clip from 1987, that one can only speculate on what Smokey ment by his statement. A knowledgable person can extrapolate different meanings to his statment. To bad that Smokey didn't expound more in his statement! I think that Smokey tested the limits of heating the Gasoline Vapor mixture versus the mechanical limits of heating an Internal Combustion engine. He pushed the mechanical limits until the engines failed while testing the engines on the Dynamometer. I think that he did this many times with different engines. He pushed them to the limits of mechanical failure, and established a red line. I think that Smokey then reduced the heat until Engines would live with the maximum heat that the engines could endure without catastrophic engine failure. The real question comes down to: How Hot Can You Go and allow the engine to live in the real world ? There are different phases in the heat cycle when the atmospheric air and gasoline mixture flows through the induction circut. Cool liquid gasoline is first Atomized and then emulsified with ambient air when flowing through the carburetors Venturi tube at an established Stoichiometric ratio of 14.7:1. An initial partial phase change is created by the emulsification which causes an evaporitive cooling effect that can be measured at the intake plenum. Initally cool temperatures are shed and the mostly liquid gasoline and atmospheric air mixture is warmed. Sufficient heat is then applied to the air and gasoline mixture when flowing through the first primary heat exchanger to create a majority phase change of at least 80% of the vapor mixture into an homogenous gaseous vapor mixture. Expansion of the mixture also occurs by the application of heat, which at 250 degrees Fahrenheit is about 80 times expansion. The gasoline vapor mixture is then drawn into the turbocharger by vacuum and is compressed, which increases the density of that mixture. Further heat is also attained by compressing the mixture. The gasoline / air vapor mixture next encounters an increase of heat in the intake manifold which has been heated externally by ducted exhaust gasses flowing over the intake manifold within an external shroud. The final heating occurs when the mixture enters the combustion chamber where the vapor mixture encounters cylinder temperaatures of up to 478 degrees Fahrenheit. At this point any residual heavy ends within the gasoline mixture become fully vaporized. A complete phase change of the atmospheric air / gasoline mixture has been implemented, and complete and efficient combustion can now occur within the combustion chamber. A member asks about carburetors. Michael wrote: “Why don’t you look up the numbers on the carburetors? I would guess probably Webers or Holley varients of Webers like what they used on Pinto's & Vega's. If you show me a picture, I can probably identify it.”
Doge Omni / Plymouth Horizion Carburetor Doge Omni / Plymouth Horizion Engine 9 __________ 1/29/2018 2000 Honda Insight Passenger, Compact, Coupe Factory Specifications Seating 2 Fuel economy (MPG) Up to 61 city / 70 highway Dimension 155.1″ L x 66.7″ W x 53.3″ H Engine 1.0 L 73 HP In-Line 3 cylinder Fuel tank capacity 10.6 gal, Weight 1,847 lbs 12/25/2017 https://www.ebay.com/.../Swimming-Pool.../322474731481... EBAY.COM Swimming Pool Heat Exchanger 155kBtu Stainless Steel 316L Same Side 1 1/2"+1"FPT | eBay This product has a1.5 year warranty against manufacturer's defects. Water Heating. Pool/Spa/Hot Tub Heating. Solar Hot Water Heating. Forced Air Heating Systems. Floor Heating. The Titanium version is highly recommended for salt water systems, as it is the only model that can withstand that kind of�... 12/21/2017 My Friends, What I have presented to you here is a solution to the worldwide problem of air pollution,(smog), caused by automotive exhaust emissions from gasoline powered internal combustion engines. This system also greatly increases fuel mileage, and increases horsepower and torque by increasing an engines efficiency. This system utilizes wasted exhaust heat to pre-vaporize liquid gasoline before it enters the intake manifold of an engine. When you heat the engines air and fuel mixture it expands and thins out, and becomes less dense. Therefore, the thinned out mixture must be compressed by a mechanical means, (a Turbocharger or belt driven Supercharger), to increase the fuel density, or power loss will occur because the engine would simply ingest a lesser quantity of air and fuel. The liquid gasoline, when heated becomes a gas, much like Natural Gas or Propane. If you think about Natural Gas or Propane, they burn very clean. In fact, Natural gas burns so clean that you can use it to cook inside your home. You can also use it to heat your home, and their is no smoke. Now think about a Kerosene heater. Kerosene is a liquid. When you heat a Kerosene wick heater it smokes like crazy, and causes air pollution in the form of soot. Many years ago, when I was a young man living in Las Vegas, on a very hot summer day, I pulled into a gas station to fill up my tank. I noticed that when I opened my gas cap, I heard a loud swooshing sound, and realized that the heat from the hot summer day was heating the gasoline, and turning it into a gas. I realized that the black tar asphalt was getting hot from the sun, and was radiating heat upwards, under the car, where my gas tank was located. This was heating the gasoline as I drove down the road, and turning the gasoline in my tank into a gas,(not a liquid). Months went by, and I was working on a car in my dads garage in the winter, and it was cold. My dad had a Kerosene wick heater in his garage, which I lighted, and I noticed the huge amount of smoke coming from the heater. I thought to myself that this thing burns really dirty. Later I went into my dads house to make myself a grilled cheese sandwich, and I turned on the natural gas burner on the stove, and I thought to myself, the blue flame of the Natural Gas burns really clean, and their is no smoke coming from it. I said to myself: "Hmm, Liquids seem to burn dirty and Gasses seem to burn clean". I then thought of the Gasoline Vapor gas that came from my gas cap, and thought that cars could run on Gasoline Vapor Gas, instead of liquid gas. I started to study Gasoline, and found out that in the early days, Gasoline was a byproduct of Kerosene production. I also discovered that liquids do not burn, as a matter of fact, their is no liquid that burns. I found out that the gasoline must evaporate,and the Vapor from the evaporation from heating gasoline is flammable. When I was young I was a Hot-Rodder, a Drag Racer, and I worked on cars all of the time. I became a mechanic and I worked in many different garages, including the City of North Las Vegas Garage where I worked on Police cars and Municipal vehicles. As a Mechanic, I learned about the Heat riser system in the engines. The V8 engines have a "Butterfly" flapper valve connected to a coil spring on the exhaust manifold. When the cold engine was started up and running, that Bi-metal coil spring would get hot, expand, and open the Butterfly valve in the exhaust manifold, then letting the exhaust gasses flow through that side exhaust manifold. I learned that when the butterfly valve was closed, exhaust gasses from the exhaust manifold were redirected through a small port in the center of the cylinder heads, and into an area under the intake manifold plenum, and then back out through the opposite cylinder head, and out into the opposite side exhaust pipe. The reason that the engineers did this was to heat up the intake manifold in order to apply heat to the air and fuel mixture flowing through the intake manifold. The Engineers did this to "Vaporize" the gasoline so that the engine would run on Gasoline Vapor. The Heat Riser Port is the small port in the middle of the cylinder head. The Heat Riser Port is the small port in the middle if the intake manifold. Please also the squarish bump in the middle of the intake manifold, this is where heat is accumulated. This bump is called the intake manifold hot spot.
The Heat Riser Valve installed in the Exhaust Manifold. The Heat Riser Valve installed in the Exhaust Manifold. The Heat Riser Valve Coli Spring. I then realized that the air and fuel mixture was flowing through the intake manifold too fast to absorb the heat completely, and much of the gasoline remained in liquid form, and was not converted into Gasoline Vapor. I then realized that much of the gas is being wasted, and was causing that horrible smell to come out of the exhaust pipe. I asked one of the Old Timer Mechanics in the garage why the engine oil turned black. The Old Mechanic told me: " Because some of the un-burnt gasoline mixes with black soot from the combustion process, and is pushed into the crankcase by cylinder pressure through the gap in the piston rings". I then realized that much of the gasoline is wasted, contaminating the engine oil, and most is also going out of the exhaust pipe creating pollution,(SMOG). I then thought to myself that it would be better to vaporize 100% of the fuel before it entered into the intake manifold, so that all of the gasoline vapor would be consumed. So, like many other people, I have known about this problem for many years, and I knew what had to be done. But, I was young, and I was not ready to do something about the problem at the time. As I got older, I met a woman, got married, Went to the University for 8 years, my wife then had 3 children, and I went into Real Estate. For many years I was occupied with other matters in my life. I still worked on cars, and built Racing Engines, and built and Raced Cars for a hobby for many years. I have now been married for 37 years to my beautiful wife Peggie. It was not until I retired that I decided to try and figure out how to vaporize the Gasoline mixture before it entered the intake manifold. I started an in-depth study of the matter. I started building gasoline vapor system prototypes. I built many different systems. I built 17 prototypes. and had many failures, and some successes. I learned from my mistakes, what worked and what didn't work. I didn't quit and I kept on trying. I studied Charles Nelson Pogue's systems, Ray Covey's systems, Smokey Yunick's systems and many , many others.I studied hundreds of patents and articles. I immersed myself in the subject. I became obsessed about the subject, I finally built the system that you see today. It works flawlessly. The engines exhaust emissions are extremely clean, and gas mileage and power is greatly improved. I then contacted a Patent Attorney and applied for a patent. 12/16/2017 GOOD NEWS, My Gasoline Vapor System is now in Patent Pending status ! 0:09 / 1:09 I will be releasing that information soon. I can tell you that the General Motors factory M.P.G. rating for a 1978 Camaro with a 350 cubic inch V8 is 12 City / 15 Hwy. After testing is completed, the accurate Fuel mileage, Horsepower, and Emissions data will be released. I expect gas mileage to be greatly increased, Horsepower to be increased, and Exhaust emissions to be near zero. In response to a member, Michael wrote:”No, adding water would cool down the Hot Gasoline vapor, and the gasoline would condense, and revert back to liquid form. Hot steam might work though. Ray Covey talks about this subject in his book. Yes, I completed the 5 speed manual transmission conversion. The charging system had an intermitent problem, and then stoped working, then started working again. Today, I traced and replaced all of the lines to the alternator and starter.It seems to be working now, but i am still a little leary of the charging system.” I estimate the speedometer to be about 15 MPH too slow. The Transmission obviously has the wrong speedometer gear. I need to get that taken care of before I can do any testing. Well, I need a correct Speedometer anyway, just to drive. There are a lot of Cops around here. The car is performing great. It starts right up and runs strong. I am suprized that the engine seems to like the smallest carburetor, the Mikuni 42mm - 215 CFM, with the largest #240 Main Jets. I think this is because the Draw Through Turbocharger draws Ambient Air in at a higher velocity through the smaller Venturi orifice, and creates a stronger vacuum signal that pulls more gasoline into the engine. Remember, the Turbocharger draws in much more air through the carburetor than 215 CFM factory rating. I think it would be a different story with the non-Turbocharged system. For the Makuni 42mm, 215 CFM carburetor, I ordered #230 Main Jets, I installed it, and it runs just as good. Now I will try # 220 Main Jets, and see how it runs. I will keep you posted. “It would work, and Smokey Yunick has already basically done this with his system. I don't think that his first liquid heated Heat Exchanger became hot enough or was physically long enough to completely 100% vaporize all of the liquid gasoline flowing into his "Homogenizer" turbocharger. So, I believe that their was some liquid gasoline flowing into his compressor housing and compressor turbine impeller. I think that most of the vaporization in Smokey's System happened in his exhaust gas heated intake manifold.” ------------------------------------------------------------------------------------ Regarding a member’s suggestion, Michael wrote “your suggestion of changing the configuration of my system, I think that the Turbocharger would be bogged down before and after the Turbocharger. First, drawing a liquid into the compressor turbine impeller is not, in my opinion, a good idea. A basic premise of Hydraulics is that you can compress a gas, but, can't compress a liquid. Turbocharger impellers can spin at 100,000 + r.p.m. , and introducing a liquid, even in atomized form could cause an imbalance of the turbine, possible hydro-locking, gasoline residue buildup on the impeller, and even catastrophic turbine failure. This is why typical draw through turbocharger systems have fallen out of favor, and have been mostly replaced by "Blow Through" Turbocharger systems, where only filtered ambient air flows through the compressor housing. Drawing a liquid into the compressor housing would bog down the turbocharger, and reduce output flow. This is a proven fact, and common knowledge to many who have experience with Draw Through Turbocharger systems. Secondly, a Heat Exchanger positioned after the Turbocharger could create a restriction to laminar flow. This is because of the narrow inside diameter of the output nozzle, which is about 1.75 inches on my turbocharger. This would place a directed concentrated flow in the center of the three inch heat exchanger and center tubes, with little dispersion of flow to the outer heat exchanger tubes. This would cause a back pressure, and inefficient heating of the air and gasoline mixture, and again would cause the turbocharger to bog down. Conversely, my current configuration, the compressor outside diameter inlet size is 3 inches, and the diameter of my Primary Heat Exchanger is 3 inches, which is drawn in, and funneled down to 2.25 inches at the compressor housing inlet, and thereby creates no significant restriction of laminar flow. And, what is being drawn into the compressor housing is in a completely gaseous form, and can be compressed, with no detrimental problems associated with drawing in liquid gasoline.” In response to a question, Michael wrote: “Your information is incorrect. The spontaneous combustion temperature of gasoline is 495 - 536 degrees Fahrenheit. If an engine is running correctly, the exhaust gas temperatures should be in the 450 - 550 degree Fahrenheit range. The exhaust temperatures entering into the heat exchanger are moderated by the liquid Gasoline and Air mixture that is also flowing through the heat exchanger in an opposite direction to the exhaust gas flow. The air and gasoline mixture becomes cold, due to an "Evaporitive Cooling Effect" caused by first stage vaporization of the liquid atomized gasoline particles into the ambient air flow. The first stage air and fuel mixture gets down to 45 degrees Fahrenheit in the expansion chamber, positioned after the Carburetor, but before the Primary Heat Exchanger unit. When the cold air and gasoline mixture flows through the 30 tubes of the Heat Exchanger, at a high velocity, it counteracts the heat of the hot exhaust gasses flowing through the heat exchanger in an opposite direction. The air and gasoline vapor mixture becomes a "Homogeneous" mixture, and reaches a temperature of 275 - 325 degrees Fahrenheit when flowing through the 30 tubes of the Primary Heat Exchanger. . This temperature of the Air and Gasoline Vapor mixture is not even close to the 495 - 536 degrees Fahrenheit "Spontaneous Combustion Temperature" of gasoline, so Spontaneous Combustion cannot occur. The Exhaust gas temperature is then reduced in the exhaust pipe after exiting the heat exchanger to approximately 180 degrees Fahrenheit. In any event, I have incorporated a "Fail Safe" exhaust gas diversion system which bypasses a significant portion of the exhaust gasses, prior to its entrance into the Primary Heat Exchanger, which then directs the exhaust heat back into the exhaust system after the Primary Heat Exchanger.” ____________________________________________________________________________________ 10/1/2017 https://www.michigan.gov/.../Gasoline_Volatility... MICHIGAN.GOV www.michigan.gov 9/29/2017 https://youtu.be/GeDzWuQ-CUQ YOUTUBE.COM Flash Point Demonstration 1948 Chemistry of Fire US War Department The flash point of a liquid is YOUTUBE.COM Only Vapors Burn 1947 Chemistry of Fire US War Department Only Vapors Burn 1947 Chemistry of Fire US War Department https://youtu.be/p4O1AqmM-T4 YOUTUBE.COM Gasoline Flash Point and Vapors 1947 Chemistry of Fire US War Department Gasoline Flash Point and Vapors 1947 Chemistry of Fire US War Department https://youtu.be/yG0rP3D_0-s YOUTUBE.COM Ignition Temperature of Fuels 1948 Ignition Temperature of Fuels 1948 https://youtu.be/9W6d8GpUL3U YOUTUBE.COM Igniting flammable mixtures 1947 Chemistry of Fire US War Department Igniting flammable mixtures 1947 Chemistry of Fire US War Department https://youtu.be/mVZjg4c93mA YOUTUBE.COM The Story of Gasolilne circa 1956 US Bureau of Mines; Oil Refinery Operations https://youtu.be/pbXGnY9s7iU YOUTUBE.COM Fire: What Makes it Burn 1962 Encyclopaedia Britannica Films; Chemistry of Combustion _____________________________________________________________________________________ 9/28/2017 ttps://youtu.be/4bD5XTA5CSM\ YOUTUBE.COM making gas vapor or fumes by heating the fuel what tom ogle did back in the 70 s he was getting high mileage on hi YOUTUBE.COM up date on gasoline heater explained up date on gasoline heater explained https://youtu.be/1h4OMcNrDiE YOUTUBE.COM gasoline heater - YouTube gasoline heater - YouTuber CAR ON FIRE !! 9/26/2017
NUTECH2000.COM SUPER FUEL EFFICIENCY | SUPER FUEL EFFICIENCY | Ray Covey's books are good stuff ! 9/25/2017 "Bubbler", also called "Turkish Water Pipe" type systems will only work for a limited period of time, and then they will stop working. This is because the Gasoline will eventually become "FLAT" , and lose its ability to emit vapor at low temperatures.. The Gasoline that is remaining will be full of what is called "HEAVY ENDS" , and will have high concentrations of "OLEFINS" and "PARRIFINS", which are "LIQUID WAXES", which will "BUILD UP" and "COAT" the internal components of your engine, such as your carburetor and injectors, valves, intake manifold, etc. This will cause mechanical problems in your engine. This is the same scenario for "WICK" type systems. Only the "LIGHT ENDS" will evaporate at low temperatures, and the Heavy Ends will be left behind to build up on the wick. Lance, Exhaust manifolds usually run 350 degrees to glowing red hot, 1000+/- degrees Fahrenheit . You would need a method to control the heat, and keep it within safe parameters, and under the spontanious combustion temperature of gasoline, which is 495 - 535 degrees Farenheit. You will also need a method to meter the air / fuel mixture, that will not be affected by exhaust heat. Their is no dirt cheap or free solution. Expect that it will cost you a significant amount of money to complete a serious / safe / dependable / well built Gasoline Vapor System. In the near future, I will also be introducing a Simple Gasoline Vapor System for much less money. 9/24/2017 https://en.wikipedia.org/wiki/Air%E2%80%93fuel_ratio EN.WIKIPEDIA.ORG Air–fuel ratio - Wikipedia Air–fuel ratio (AFR) is the mass ratio of air to a solid, liquid, or gaseous fuel present in a combustion process. The combustion may take place in a controlled manner such as in an internal combustion engine or industrial furnace, or may result in an explosion (e.g., a dust explosion, gas or vapour... Michael Vannozzi Yes, In the Smokey Yunick article, Johnson states that lean A/F ratios had been used for many years. It is a balancing act not to go to lean however. Newer cars with sophisticated computers can allow it to happen. Going lean also reduces power. 9/23/2017 https://en.wikipedia.org/wiki/Air%E2%80%93fuel_ratio EN.WIKIPEDIA.ORG Air–fuel ratio - Wikipedia Air–fuel ratio (AFR) is the mass ratio of air to a solid, liquid, or gaseous fuel present in a combustion process. The combustion may take place in a controlled manner such as in an internal combustion engine or industrial furnace, or may result in an explosion (e.g., a dust explosion, gas or vapour... Yes, In the Smokey Yunick article, Johnson states that lean A/F ratios had been used for many years. It is a balancing act not to go to lean however. Newer cars with sophisticated computers can allow it to happen. Going lean also reduces power. 9/23/2017 http://www.rexresearch.com/auto2/blackmoreconomy.pdf REXRESEARCH.COM www.rexresearch.com
9/21/2017 I will start off selling the plans and kits at car shows to Hot Rod / Classic Car / Muscle Car enthusiasts. These are the people who will be most likely to be successful in building and completing the systems and installs anyway, because of their ability to work on cars / trucks. Also, those cars have much more physical space in their engine compartments. Hot Rodders will also appreciate the increase in gas mileage with their big V8s. I will try to keep the systems inexpensive. I will set up a nationwide network of dealers, to display and sell the systems and plans at car shows. I will try to keep the systems out of the news. It will be a "Word of Mouth" campaign. I will market the systems to people with classic cars, and will not try to sell to people with newer cars. I will not try to get EPA or other government approvals. I will start of with about 1000 kits nation wide. My goal is to sell the kits for under $1500 for a Stainless Steel system kit with the included Turbocharger. The special Camshaft / Lifters and special Carburetor or Fuel Injection will be sold separatly. 9/21/2017 WARNING: CAUTION, Gasoline Vapor is an explosive mixture, and is much more volatile than liquid gasoline. Gasoline vapor from the evaporation of liquid gasoline is highly combustible and volatile, and very dangerous. Gasoline vapor can be emitted from liquid gasoline by heat, warm ambient temperatures, vibration, shaking or mixing or pouring. Never have a flame source, heat source or electrical spark source near gasoline vapor. Keep gasoline far away from flames, pilot lights, stoves, heaters, sparks, welding or any other source of ignition. Keep gasoline out of the reach of children, or those deemed or adjudicated incompetent. Keep gasoline out of direct sunlight. Use gasoline outdoors only. Do not store gasoline in your vehicle or living space. Do not siphon gasoline by mouth. Gasoline is "POISON " and is Harmful OR Fatal if swallowed. Always use gasoline in a well ventilated area, away from buildings or structures. Static electricity can ignite gasoline. Never Smoke near where gasoline is located. If you have decided to build a "Gasoline Vapor System", You do so at your own risk, and every effort should be made to make a "SAFE SYSTEM", using high quality materials and safely engineered construction. DO NOT USE PVC, (Poly Vinyl Chloride) components or parts. Precautions should be made to keep any gasoline reservoirs or conduits a safe distance from any engine heat or spark sources. You should use a very minimal amount of rubberized gasoline hose in your engine compartment, instead use metal gasoline line or metal braded gasoline line. Never use a hose materiel that is not specifically made for gasoline. Gasoline and Gasoline Vapor is "Highly Flammable" and "Highly Explosive", and should always be used carefully with "Extreme Caution". Many people have had their automobiles and homes burn to the ground, and have been burned to death , or have had bystanders or occupants of automobiles burned to death or have been severely burned by gasoline flames. Gasoline is also a "Carcinogen that has been proven to cause Cancer. Never allow gasoline to have contact with your skin. Never breathe gasoline vapor. PUBLIC DISCLAIMER: The authors or members of Gasoline Vapor Systems are not responsible for any death, injury or loss of property under any circumstance, for the use or misuse of gasoline, gasoline vapor, Hydrogen, Diesel fuel, Propane, or any other flammable fuel or fuel additive, or with any gasoline vapor apparatus or misuse of gasoline or any other flammable fuel. If you have any doubt about the use of gasoline or a gasoline vapor apparatus, consult a qualified technician who is highly experienced in the use of gasoline or gasoline vapor apparatus systems or gasoline oriented parts or materials. Use Gasoline, Gasoline Vapor apparatuses or other flammable fuels or gasses at your own risk. 9/20/2017 The Elusive 100 M. P. G. Carburetor. by: Larry D. Wagner FREE, just print it ! FREE-ENERGY-INFO.COM www.free-energy-info.com 9/17/2017 Yes, it is a "MASS RATIO", but they are the same substances, so , It does not change, the "Stoichiometric" ratio of air / fuel, weather a liquid or a vapor, stays the same. 8/15/2017 https://www.hemmings.com/.../Now-you-see-it.../1814233.html HEMMINGS.COM Now you see it; now you don't - Hemmings Motor News How gasoline vaporizes - Tips from the May, 2009 issue of Hemmings Cl 4/28/2017 Michael Vannozzi updated the group tags to Climate & Clean Air Coalition, Fuel efficiency, Gas mileage, Fuel economy in automobiles, Green Energy Reporter._______________ _____________________________________________________________________________ 4/8/2017 This Group is about Greatly Increased Fuel Economy + More Horse Power + Zero Exhaust Emissions, Less Oil Changes ! YOUTUBE.COM Gasoline - 100 years of SCIENCE and SWEAT - History Documentary Film Gasoline - 100 years of SCIENCE and SWEAT - History Documentary Film Not the same video as GAS HOLE. This is a HISTORY CHANNEL documentary about the history of gasoline 4/8/2017 https://docs.google.com/viewer?url=patentimages.storage.googleapis.com/pdfs/US3971352.pdf DOCS.GOOGLE.COM US3971352.pdf Ethyl Corporation "Hot Box" Intake Manifold Patent 4/7/2017 This Group is about Greatly Increased Fuel Economy + More Horse Power + Zero Exhaust Emissions, Less Oil Changes ! 4/7/2017 FACT: The gasoline powered automobile that you drive everyday runs on gasoline vapor, not on liquid gasoline... LIQUIDS DO NOT COMBUST, therefore gasoline in liquid form will not combust, but must be converted by evaporation into a gaseous vapor to combust, in order to power your automobile. The question of what percentage of liquid gasoline is converted through vaporization into a gaseous state will determine the thermal efficiency of your internal combustion engine, and therefore the gas mileage it will produce. 3/20/2017 WARNING: CAUTION, Gasoline Vapor is an explosive mixture, and is much more volatile than liquid gasoline. Gasoline vapor from the evaporation of liquid gasoline is highly combustible and volatile, and very dangerous. Gasoline vapor can be emitted from liquid gasoline by heat, warm ambient temperatures, vibration, shaking or mixing or pouring. Never have a flame source, heat source or electrical spark source near gasoline vapor. Keep gasoline far away from flames, pilot lights, stoves, heaters, sparks, welding or any other source of ignition. Keep gasoline out of the reach of children, or those deemed or adjudicated incompetent. Keep gasoline out of direct sunlight. Use gasoline outdoors only. Do not store gasoline in your vehicle or living space. Do not siphon gasoline by mouth. Gasoline is "POISON " and is Harmful OR Fatal if swallowed. Always use gasoline in a well ventilated area, away from buildings or structures. Static electricity can ignite gasoline. Never Smoke near where gasoline is located. If you have decided to build a "Gasoline Vapor System", You do so at your own risk, and every effort should be made to make a "SAFE SYSTEM", using high quality materials and safely engineered construction. Precautions should be made to keep any gasoline reservoirs or conduits a safe distance from any engine heat or spark sources. You should use a very minimal amount of rubberized gasoline hose in your engine compartment, instead use metal gasoline line or metal braded gasoline line. Never use a hose materiel that is not specifically made for gasoline. Gasoline and Gasoline Vapor is "Highly Flammable" and "Highly Explosive", and should always be used carefully with "Extreme Caution". Many people have had their automobiles and homes burn to the ground, and have been burned to death , or have had bystanders or occupants of automobiles burned to death or have been severely burned by gasoline flames. Gasoline is also a "Carcinogen that has been proven to cause Cancer. Never allow gasoline to have contact with your skin. Never breathe gasoline vapor. PUBLIC DISCLAMER: The authors or members of Gasoline Vapor Systems are not responsible for any death, injury or loss of property under any circumstance, for the use or misuse of gasoline, gasoline vapor, Hydrogen, Diesel fuel, Propane, or any other flammable fuel or fuel additive, or with any gasoline vapor apparatus or misuse of gasoline or any other flammable fuel. If you have any doubt about the use of gasoline or a gasoline vapor apparatus, consult a qualified technician who is highly experienced in the use of gasoline or gasoline vapor apparatus systems or gasoline oriented parts or materials. Use Gasoline, Gasoline Vapor apparatuses or other flammable fuels or gasses at your own risk. SAFTY FIRST ! ! ! 3/4/2017 http://www.apparentlyapparel.com/.../200mpg-carburetor... APPARENTLYAPPAREL.COM 200mpg Carburetor Conversion PDF Yours For Free Mind-opening news articles, shirts, editorials, & videos that inspire our readers and help liberate them from the status quo.
DOCS.GOOGLE.COM US4883616.pdf US4883616.pdf http://www.nutech2000.com/.../super_fuel.../covey_flyer.pdf This is the Mark 5 · · The US Patent 4883616 is Ray Covey's Mark 5 patent. You can buy the Ray Covey Mark 5 manual/ building instructions on the NUTECH 2000 site for $5.50. http://www.nutech2000.com/products/super-fuel-efficiency/ NUTECH2000.COM SUPER FUEL EFFICIENCY | 2/19/2017 https://l.facebook.com/l.php?u=http%3A%2F%2Fwww.snagfilms.com%2Ffilms%2Ftitle%2Fgashole%3Ffbclid%3DIwAR1NOwd9cygLQdFia7NN7hlFcbWQ88d4chMKK-9sytNwAtl4lZmFwuF-UjA&h=AT3PyBX_aAHGqdk8Rtf9vBjVdNEI5pC1ogOpQoKEHK9RScb4Np5tDO-y2HFo3Z0t20Aum5swF2qhq1XzDlPQ3Fl-UuuV1l0rPvUWcWfKS2w_RlbAkPYT8Ug3KOm5_h_b&__tn__=H-R&c[0]=AT372JwLgKAZSfbx3BKbsIFtxOnHHIFvhWJ-fR70WeAk7ggBlhuNEruyNj6AD_Sa1pswCS_0imlLAkwudqV5w6Y_2kr9xXuFRmwi01UfYo-0uUdnd9601D2F2QeYFFgI3qSoRRytpUoceNTVxRsCvEfRDM2EruKrLx6SPT1ZjX8J_NkyjwScQHIlRZWo1I0jkFTpPm_sMLe6vVsB This is a film called “GasHole.” REXRESEARCH.COM http://fuel-efficient-vehicles.org/energy-news/?page_id=787 FUEL-EFFICIENT-VEHICLES.ORG Tom Ogle carb. Tom Ogle carb. https://docs.google.com/viewer?url=patentimages.storage.googleapis.com/pdfs/US4177779.pdf DOCS.GOOGLE.COM US4177779.pdf 2/19/2017 GOOGLE.COM Patent US2026798 - Carburetor Patent US2026798 - Carburetor https://docs.google.com/viewer?url=patentimages.storage.googleapis.com/pdfs/US2026798.pdf https://docs.google.com/viewer?url=patentimages.storage.googleapis.com/pdfs/US1997497.pdf DOCS.GOOGLE.COM US1997497.pdf 3/6/2017 Excerpts from the book : Fuel Economy of the Gasoline Engine. 3/2/2017 https://youtu.be/GshYgW0ufxY YOUTUBE.COM VW L1 Making of Testing and Design vehicle VW L1 Making of Testing and Design vehicle https://youtu.be/IRRTgHot0qU YOUTUBE.COM VW 1L Prototype VW 1L Prototype https://youtu.be/DPOruBsjmOI YOUTUBE.COM Volkswagen L1 -defining a new type of automobile Volkswagen L1 -defining a new type of automobile https://youtu.be/RCqQL9-MwwA YOUTUBE.COM Volkswagen XL1 review - Auto Express Volkswagen XL1 review - Auto Express Have you seen anything about this car on the news? WHY ? This car was introduced in 2014. Why isn't it being produced ? 3/4/2017 http://www.nutech2000.com/products/super-fuel-efficiency/ This is a GREAT SOURCE for people who are interested in fuel efficiency. 3/2/2017 https://youtu.be/E3Sepx2h_Tw __________________________________________________________________________________________________ 2/7/2017 https://docs.google.com/viewer?url=patentimages.storage.googleapis.com/pdfs/US2006676.pdf DOCS.GOOGLE.COM US2006676.pdf
3 Comments
Sam Cluff
2/13/2021 09:51:04 am
Way to go on the new site!
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11/2/2022 11:59:44 am
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