THE SECRET HIGH MILEAGE ANSWER

By J. Bruce McBurney

Table of Contents

1. The Process

2. The History of Super Carburetors

3. Research and Experimenting

4. Applications, Implications and Possibilities

5. Book Reports, Titles and Info on Supercarburetors

Dedication: This is dedicated to all the previous inventors with integrity,
who have fought to make things better for all to preserve what they learned
in a selfless manner, whose work has helped bring this technology to a
better understanding.

HIMAC Research Publications
John Bruce McBurney
6665 McLeod Rd. Niagara Falls, Ontario
L2G 3G3
Ph. (905) 358-8541
Fax (905) 358-9439
Copyright (c) 1994 John Bruce McBurney



Chapters on the SuperCarb

1 - The Process



After researching and experimenting into the idea of vaporizing
carburetors, the simple idea of heating the fuel to boil it, to obtain
fantastic mileage improvements. I came to understand this secret of
cracking the gasoline down into smaller hydrocarbons and why it really
could yield unbelievable gains. I now try to explain this idea as best I
can. I am a mechanic not a writer so please be patient and read all the
way through, that this idea can go on to all our benefit.

Our engines burn fuel in a cylinder that generates heat that exerts
pressure on a piston, which is connected to a crankshaft that rotates to
produce motion power. The type of fuel used dictates the amount of
propulsion (useful energy) and heat (wasted energy) generated. A fuel
that explodes generates more propulsion and less heat than a fuel that
burns.

Describing the two basic types of fuels used in bombs,
percussion and incendiary, will help explain this concept.
A percussion explosion will destroy a brick building but
not generate much heat or fire. An example is nitro-
glycerine, used to extinguish oil fires. The dynamics of the
explosion chases the flame front or heat of the combustion
far enough away from the oil without generating more heat.
This uses the oxygen completely and pushes the heat away so
that the oil doesn't re-ignite. Percussion explosives have a
singular specific boiling point, and the molecular structure
of each molecule is identical causing the fuel to react
together and immediately. This is the type of reaction used
in any supercarb process. It causes the dynamic motion
action which generates greater pressure with much less fuel
and generates much less wasted heat. It has been noticed
that these systems ran much cooler even to the extent that
Pogue ran a car with no radiator system for an extended time
with no engine damage.

Incendiary fuels burn and generate heat slowly causing a
building to catch fire and burn. The flame front is slower,
and doesn't cause the dynamic explosion of a percussion fuel.
Incendiary fuels are made up molecules of many different
sizes having a wide range of boiling points and a greater
variance in molecular structure. These react slower in
burning in progression as they reach different boiling
points. Only vapor burns. Any liquid must become vapor
before it burns. This is the process used in today's cars.
It causes more heat to be generated and not as much pressure
for dynamic motion. This requires more fuel to achieve the
motion produced. Today's gasoline has a boiling point
ranging from 130 degrees to 430 degrees Fahrenheit or 54
degrees to 221 degrees Celsius. When Ignition occurs the
lowest boiling fuel burns first and the heat from it is used
to boil the higher temp fuels. So that they can burn the up
the chain of higher boiling points to the point when the
exhaust valve opens and the fuel continues burning in the
exhaust system.

When applying this understanding to any of the many
supercarb systems over the years, there were two basic ways
that achieved this percussion type reaction to power the
engine more efficiently. Both basically vaporize the fuel.
The first and easiest is fractionalization which distills the
fuel and burns each level of it. Each level consists of
similarly sized molecules. Vapor systems that recirculated
fuel work on this principle. These usually leave the fuel
that boils over 400 degrees Fahrenheit unused in the tank.
Thermal Catalytic Cracking (TCC) is the other and is the more
efficient of the two.

TCC causes the molecular structure of the entire fuel to
be changed by breaking the larger multiple carbon molecules
into much smaller singular carbon molecules. The entire fuel
is then made up of similar small molecules. Like natural gas
all the molecules now have comparable and much lower boiling
points. When it ignites, it burns completely and
instantaneously and the energy is transformed more
efficiently with a smaller charge. This cracking action uses
all the fuel instead of leaving leftover high boiling point
fuel that normally goes out to the tail pipe or is burnt in
catalytic converters. This is fine for reduced pollution but
the wasted heat isn't converted into propulsion power.
What is basically happening with any successful
supercarb system is that the fuel is being converted
completely into vaporous natural gas and methanols before
getting detonated in the engine. There is a distinct
advantage to this over the standard system used in today's
natural gas powered vehicles. That system pre-stores the
natural gas in very high pressure tanks that cause very large
explosions when ruptured. Also a natural gas system can not
recover waste heat as much in that TCC is an endothermic
reaction. This reaction can take waste heat energy and change
it back to chemical energy, specifically, the molecular
weight of the water into hydrogen and alcohols as fuel. Also
a water injection system is used to quench the explosion and
the pressure expansion characteristics of steam help to keep
the engine running cooler and even more efficiently.
Some previous attempts to produce high efficiency
carburetors used one or both of these processes, but did not
run very long. It was not realized by the builders of these
vaporizing systems that the metal of the vapor chamber itself
was acting as a catalyst. These systems soon lost efficiency
because additives in gasoline coat the metal of the vapor
chamber and prevent the catalytic action from taking place.
Since previous inventors didn't realize what was actually
taking place they were continually mystified by their
system's apparent failure after a certain amount of running
time.

Others have been aware of intricacies of the system for
a good many years but for various reasons have kept quiet
about what they know. It is interesting to note that lead
was not added to gasoline until the time of the Pogue
carburetor in the l930's. Also, understand that to eliminate
the ping or knock in an engine you eliminate the larger high
boiling point diesel fuels. Ping or knock is caused because
under compression, the larger molecules are forced too close
to oxygen causing spontaneous ignition, burning before the
top dead centre and spark plug firing timing. The smaller
the molecule the greater the octane rating, Natural gas has
an octane rating of about 120.

Now let me give you the short run of the years of
frustration I went through with our patent office. The
following patent is classed as public domain, because just at
the time I was publishing my book and filing my patent, the
laws were changed. The Patent Office put me on hold due to
some regulation and by the time I was looked after it was too
late. I did know the laws and had done as I was supposed to,
but the law was changed and that was that. I appealed twice
and my only option was to the supreme court and that cost
mega bucks. I could not afford to chase anymore and did not
think they would ever patent it anyway. I was told they did
not want it, so here it is, see what you think.
What follows now is a more specific description of the
process taken straight from my patent application, complete
with diagrams. Included is an explanation of my original
innovation of a replaceable catalyst container with increased
catalyst surface area. This was filed November 3, 1989

ABSTRACT
In the conventional carburetor process in the internal
combustion engine a mixture of air and fine gasoline droplets
are produced for combustion. In this invention the gasoline
is catalytically converted to small molecular light hydro
carbons, methanes and methanol which are then mixed with air
for combustion. The new carburetion process improves
internal combustion engine efficiency and greatly reduces
atmospheric pollution.

DISCLOSURE SPECIFICATIONS

THIS INVENTION RELATES TO A CARBURETION PROCESS FOR THE
INTERNAL COMBUSTION ENGINE.

IN THE INTERNAL COMBUSTION ENGINE A MIXTURE OF AIR AND FINE
GASOLINE DROPLETS ARE DRAWN INTO THE CYLINDERS WHERE IT IS
EXPLODED TO PROVIDE PROPULSION POWER. THE GASOLINE DROPLETS
ARE CONVERTED TO GASOLINE VAPOR BY THE EXPLOSION INITIATING
SPARKS IN THE CYLINDERS. THIS CONVERSION IS ONE SOURCE OF
INTERNAL COMBUSTION INEFFICIENCY. THE GASEOUS PRODUCTS OF THE
EXPLOSION AND COMBUSTION OF THE GASOLINE VAPOR ARE MAJOR
CONTRIBUTORS TO THE POLLUTION OF THE ATMOSPHERE.

I HAVE FOUND A PROCESS FOR VAPORIZING THE GASOLINE DROPLETS
BEFORE THEY ENTER THE CYLINDERS OF THE INTERNAL COMBUSTION
ENGINE, FOR MIXING THE GASOLINE VAPOR WITH WATER VAPOR AND
FOR CONVERTING THE GASOLINE AND WATER VAPOR MIXTURE OVER A
CATALYST INTO A MIXTURE OF LOW MOLECULAR WEIGHT HYDROCARBONS.
METHANES AND METHANOLS. THEN MIXTURE WITH AIR AND THIS LOW
MOLECULAR WEIGHT HYDRO CARBONS, METHANE AND METHANOL IS THEN
DRAWN INTO THE CYLINDERS WHERE IT IS EXPLODED TO PROVIDE
MOTIVE POWER MORE EFFICIENTLY. THE GASEOUS PRODUCTS OF THE
EXPLOSIONS AND COMBUSTION OF THE LOW MOLECULAR WEIGHT
HYDROCARBONS, METHANE AND METHANOL ARE MINOR CONTRIBUTOR TO
THE POLLUTION OF THE ATMOSPHERE

IN DRAWINGS WHICH ILLUSTRATE EMBODIMENTS OF THIS INVENTION,
FIGURE 1 IS AN ELEVATION PARTLY IN SECTION OF ONE EMBODIMENT
OF THE PROCESS, FIGURE 2 IS A TOP VIEW OF THIS EMBODIMENT AND
FIGURE 3 IS A CROSS SECTION OF THIS EMBODIMENT AS VIEWED FROM
THE TOP.

1 IS A FUEL INJECTOR THAT IS FED BY 12 WHICH INJECTS GASOLINE
DROPLETS INTO A MIXER BLOCK 2 WHERE THE GASOLINE DROPLETS ARE
MIXED WITH STEAM PRODUCED IN THE COIL 3 THAT IS HEATED BY HOT
EXHAUST GASES WHICH ENTER THE STEEL HEATER 4 AT 5 AND WHICH
LEAVE HEATER 4 AT 6. WATER ENTERS COIL 3 AT 3, IS CONVERTED
TO STEAM IN COIL 3 THE FLOW RATE OF THE STEAM IS CONTROLLED
BY THE STEAM CONTROL VALVE 7 AND THE CONTROL FLOW OF STEAM IS
HEATED FURTHER AND INJECTED INTO AND MIXED WITH GASOLINE
DROPLETS IN THE MIXER BLOCK 2.

THE MIXTURE OF STEAM AND GASOLINE DROPLETS PASS INTO COILS 8
WHICH ARE MADE FROM TUBING. THESE COILS ARE ALSO MOUNTED IN
HEATER 4. THE HEATED MIXTURE OF STEAM AND GASOLINE DROPLETS
BECOME A MIXTURE OF STEAM AND GASOLINE VAPOR WHICH THEN
ENTERS THE CATALYST BED 9 WHICH CONTAINS FINE METAL CATALYST
SHAVINGS AND WHICH IS SEPARATED FROM HEATER 4 BY A THERMALLY
CONDUCTING LUBRICANT. THE CATALYST BED IS EASILY REMOVEABLE ,
FOR CATALYST REGENERATION OR REPLACEMENT AT THE CONNECTOR
BLOCKS 11. THE HEATED MIXTURE OF LOW MOLECULAR WEIGHT HYDRO
CARBONS, METHANE AND METHANOL, WHICH ARE PRODUCED IN CATALYST
BED 9, EXIT AT 10 TO BE MIXED WITH AIR FOR COMBUSTION.

CLAIMS

THE EMBODIMENTS OF THE INVENTION FOR WHICH AN EXCLUSIVE
PROPERTY OR PRIVILEGE IS CLAIMED IS DEFINED AS FOLLOWS:

1. THE VAPORIZATION OF GASOLINE DROPLETS BY WASTE HEAT FROM
THE EXHAUST GASES OF AN ENGINE TO INCREASE THE EFFICIENCY
WITH WHICH CHEMICAL ENERGY STORED IN GASOLINE IS CONVERTED
INTO PROPULSION POWER.


2. THE CATALYTIC CONVERSION OF A MIXTURE OF WATER AND
GASOLINE VAPOR TO SMALL MOLECULAR WEIGHT HYDRO CARBONS,
METHANE AND METHANOL.


3. THE COMBUSTION IN THE INTERNAL COMBUSTION ENGINE OF A
MIXTURE OF AIR, SMALL MOLECULAR WEIGHT HYDROCARBONS, METHANE
AND METHANOL TO PRODUCE LESS POLLUTION OF THE ATMOSPHERIC
ENVIRONMENT.
4. A PROCESS FOR GENERATING METHANE AND METHANOL FOR USE IN
AN INTERNAL COMBUSTION ENGINE GENERATED FROM GASOLINE AND
WATER BY PASSING THEM OVER A CATALYST HEATED BY EXHAUST
GASES.

5. A PRE CARBURETION SYSTEM CONSISTING OF A SERIES OF
TUBINGS AND CATALYST BED HEATED BY EXHAUST GASES TO REGAIN
THIS HEAT ENERGY INTO FURTHER CRACKING OF A LIQUID
HYDROCARBON AND WATER INTO A LIGHTER MORE AROMATIC HYDROr> CARBON AND
METHANOL.

This is from a Caveat I filed, November 10 1987.
{ A Caveat is a preliminary Patent application designed to
register an idea before perfecting and filing a completed
patent application.}

This system will change the molecular structure of a
hydro-carbon, and water into a finer compound state, methane
or natural gas and methanol. Using a iron particle catalyst
cartridge, vaporous gasoline and steam will be regulated into
the cartridge then flow into a further heated coil to allow
time for the hydro-carbon to crack into a smaller molecules
this finest state, natural gas and methanol. This will align
and lower the boiling point of the fuel for greater
efficiency. Using heat from exhaust and electric energy from
auxiliary generation, the iron will be maintained at a
temperature of about 500 degrees C. Thermistors will monitor
the temperature to input to a computer to control electric
elements on cartridge. Catalyst cartridge will require

The gasoline and water feed lines will be preheated by
coiling them around the exhaust pipe and insulating with foil
and fiberglass. The gasoline will be controlled by fuel
injection into a vaporizing coil maintaining a temperature
350 degrees C to maintain a complete vaporous state. The
steam will be passed through a liquid trap to insure only
vapor steam entering into iron catalyst cartridge.
The main structure is cylindrical with centre area
access for catalyst cartridge replacement. The cartridge
cylinder is directly exposed to electric elements and heated
surface of exhaust gases. It will be filled with a catalytic
material, a metal as steel, iron. Experimentation will
produce a better catalyst. It will have two fittings one for
input and one for output and will be baffled inside to allow
greatest surface use and time exposure. The output of the
system will be connected to a cooling coil then regulator for
flow to engine. On the outside of the exhaust heat exchanger
the coil for the gasoline vaporizer stage will be wrapped,
also the liquid trap may be mounted on the end.
When the steam and gasoline vapor enter the iron chamber
the water is broken down, the oxygen forms with the carbon,
creating methanol the hydrogen forms with hydro-carbon,
cracking it into the finer form, natural gas.
The entire unit except the cartridge should be made of
stainless steel, for safety and long life. This system could
work also with a standard carburetor or fuel injection for
the warm up cycle with an automatic temperature sensing
thermistor to automatically switch the system to natural gas
production when proper operating temperature is obtained.
This system will work and should be more efficient than the
standard carburetor, as the reaction is endothermic.
Regaining the wasted exhaust heat energy back into the fuel
which now is natural gas and methanol that should give a more
complete burn in the cylinder for more propulsion power.
The compression ratio will be increased and the timing
changed to enhance the burn of the new fuel for greater
efficiency.

The water gas explanation as found in the dictionary is
one of the basis for this system. The formula: C + H2O = CO +
H2 Using the presence of a catalyst and pressure and using a
hydro-carbon as gasoline there is an efficient conversion at
a lower temperature than required with the pure carbon.
The formula will approximately be as C8H16 + H2O = CH3OH
+ C1H4.
I have attached drawings of the basic system.


2 - The History of Super Carburetors and Suppression


Numerous times over the last sixty years, both mechanics and inventors
has either stumbled upon or, through diligent experimentation on vapor
carburetors obtained fantastic mileage gain through catalytic cracking
or fractionalization. According to the many patents and books on these
most did not realize it was more than just vaporizing or boiling the
fuel. In every instance sabotage or suppression has blocked the research
and development needed to get it to our market. There are records that
show the oil companies own many of the patents. I have also found if the
oil companies do not own the patent then T.C.C. was not understood by
the inventor and could be easily sabotaged by gasoline additives. There
fore they did not have to buy the idea, They just would let the additive
poison the system leaving the inventor wondering why it did not work any
more. His invention still was boiling the fuel but with no mileage gains
like when it was new. The world's oil companies are very wealthy
institutions that wield incredible amounts of power. Behind the scenes
power brokers can create fuel shortages to choke out independent
operators and increase profits. Their power is legendary. Much has been
written about The Seven Ugly Sisters as they've come to be known. These
top seven international oil corporations have helped control the
political agendas of many of the most powerful governments of modern
times. Everything from wars to ecological disasters have been the
results of their greed. Abuses of their power have been documented and
discussed by the scholarly for many years. The shear complexity of their
dealings, combined with outright suppression has kept the magnitude of
their corruption out of the media spotlight. Unfortunately they have
done an effective job and information on this idea is scarce but
available.

For all the oil spills and secret toxic dumping grounds, the oil
companies' worst crime against the environment has been the suppression
and sabotage of supercarburetor high mileage technologies. Had the Pogue
system of the 1930's not been sabotaged by gasoline additives such as
lead, and had it been explained and developed, we would not have the
global warming problems that have caused the starvation of millions and
battles over the remaining good land. I believe the weather patterns
would not be as violent, such as the floods, and the storms. If you
think it is just C.F.C.s affecting the ozone layer that cause these
problems consider this - the average person uses just ounces a year in
spray cans and refrigerants, but thousands of liters of gasoline. In
1933 Charles Nelson Pogue made headlines when he drove a 1932 Ford V8,
200 miles on a gallon of gas during a demonstration conducted by The
Ford Motor Companies in Winnipeg, Manitoba using his super-carb system.
In fact, many people attested to these mileage claims as The Pogue Carb
went into production and was sold openly. However, one of the crucial
factors of these systems is the use of "white" gasoline, which contained
no additives. It was at this time oil companies started adding lead to
the fuel. Lead is an anti-catalyst that rendered Pogue's carburetor as
inefficient as a regular carb. In his Patent, it is obvious he did not
understand TCC and in my research have found his system constantly
needed readjustment and importantly got the fantastic mileage on wet
days.

I have talked to Brad Dennis a combustion engineer from Minnesota. He
said that Pogue did understand TCC but not until many years later. It
has been shown time and again that many of the additives in today"s
gasoline actually retard high mileage in vapor carburetors that use
catalytic cracking. These additives coat the catalyst to a point where
it becomes useless after a period of operation, the length of which
depends directly on the additives in the gasoline. Some of the newer
additives help bond the molecules to keep them from decomposing in
storage. This defeats the purpose of any TCC system because its purpose
is to speed up decomposition or what is technically known as pyrolysis.
The oil companies say these additives are necessary to keep our
environment clean and they do help a little with the regular old
carburetors and fuel injection. However they help keep the real
environmental solution on the shelf. World war 2. In his writings, Nazi
General Rommel credits the allied victory in Africa with an American top
secret high mileage tank that used some sort of vapor carburetor. Rommel
had a brilliant plan, retreat into the desert to his secret fuel dumps.
When the Americans ran out of fuel, he would attack. They did not run
out of fuel and caught up to him at his third fuel dump and won the
battle. John Pogue, Charles' brother has stated publicly that he himself
helped with the project that installed the carburetor in tanks and jeeps
that were used there. There are many documented accounts of army
servicemen confirming this. Right before his death John admitted to a
news crew interviewing him that his brother had "sold out for millions".
I am sure the army had no trouble getting clean, additive free gasoline.

The list of inventors that have pursued this technology is long. Many
did not understand and were granted useless patents, there are hundreds
on file. Some did and were bought out before it ever was patented. Some
could not be bought, not wanting it to be put on a shelf and were
eliminated in mysterious circumstances. Tom Ogle of El Paso Texas is the
prime example.

Tom, a 24 year old mechanic drove 200 miles in a 1970 351 ci. Ford on 2
gallons of gas. Other mechanics and engineers checked for hidden tanks,
none were found. Reporters and a camera crew went with him 100 miles out
and back; 200 miles 2 gallons. He claimed from the beginning that he did
not know exactly how the system worked, just that it did and he proved
it time and again. He had hoped other engineers would help to explain
what he was doing. I have seen three different news articles on him and
reprinted here for your understanding. One states he turned down $ 25
million from backers that would put it on the shelf. He had a hard time
getting backers that had integrity. Everybody wanted controlling
interest and knew it was going on the shelf. Tom resisted and tried to
get it on the market. Later he was shot and survived, only four months
later he did die of an overdose of darvon and alcohol with no suicide
note. Nobody explained what became of his idea. A patent was issued Dec.
11, 1979 # 4,177,779. Four months after his death. A man named Ray Covey
developed a system that achieved 70 M.P.G. in a 400 ci. Chrysler. He
said he could not find financial backers because of legal problems that
a long list of similar registered patents would present. Mr. Covey put
together a manual with plans and his research. According to Bob
Hiederich of Foyil OK, many were sold and built. Bob said his Cadilac
was getting 75 M.P.G. They even made improvements and always got
excellent mileage at first running but mileage gains always were lost as
time went on. They thought it was something in the fuel, but did not
understand TCC. Interestingly it was stated in his manual that when it
ran it smelled like it was on propane. Also in his manual he gives
formula and statement and list of patent owned by oil companies, along
with extensive testimony on Pogue and many other quotes from Scientific
American and the Society of American Engineers.

He also states that any financial backers that they have contacted have
wanted full control with no promise to market it and wanted him to stop
in his sales of his manuals. Sounds like suppression to me. He states he
was offered up to $1,250,000 but refused it promising to do all he could
to get it on the market. His book was published in 1984. It worked great
when new and as time went on mileage went back to normal. Most people
eventually gave up on them. The many hundreds of patents on this
technology are mostly owned by the oil companies now, and it is their
main means of suppression. If you can not get a patent you can not get
investors because you have no guarantee that any body will give you
anything for the invention rights or further development. It's kept in a
catch 22 situation. And yet the worst tool of suppression is the
publicity laws that have many an inventor trying to keep his idea a
secret so that not only no one will steal it, but also so he does not
lose his right to get a patent, therefore there is little sharing in
many initial developments. Another tool of suppression, this one used by
E.P.A. In Washington State, it was to continually harass an inventor
with paper work, regulations, and impossibly high testing fees. This was
how Larry Wagner, a very successful businessman, high mileage carburetor
inventor and author was driven into poverty, despair and is now
homeless. He also did not completely understand the additive problem.
However, his system was getting 85 M.P.G. in his 400 c.i. Buick. He did
understand TCC enough to call his system an "under the hood cat cracker"
on page 32 of his book, "The Elusive High Mileage Carburetor". His ideas
centre around vaporization and not much leaning to natural gas. His
system is similar to Ray Covey's tubing set up, filled with screening
that would act as a catalyst. His book is filled with extensive research
that agrees with my findings.

George Wiseman of British Columbia marketed a manual and kit parts for a
cold bubble unit that claimed to double mileage. I purchased his stuff
and gave it a try. I found it worked up to 50% gain but was too
unreliable because of the set up. He was trying to make it simple enough
to be marketed. He does explain somewhat how he ran a 292 c.i. engine at
1200 R.P.M. on 4 tablespoons of gasoline per hour, and how he states it
would cost thousand of dollars to reproduce. He wanted to keep anything
he marketed simple. I know it can not be simple, but it is possible with
mass production to keep end of the line costs reasonable. In his book,
The HydroCarbon Oxgenator, he sights the Guiness Book of Records which
documents that several people have achieved over 5500 M.P.G. He
calculates that proper use of fuel generates 2600% better mileage. I
know there is something special to the dynamic effects but I do not
think it would go that high. Energy can not be created or destroyed only
transformed, the problem being when it is transformed there are loses as
it is not being 100% transformed into what you want. The point is, it is
possible to get much better transformation than what we are getting now
with our fuel injection or carburetor systems. I am no stranger to these
stumbling blocks that have been placed in the way of people who are
trying to work on this technology at the grass roots level. I have been
ignored by politicians, of all stripes who have told me candidly they
are aware of the situation but that their hands are tied. I have been
told by invention development groups the system is great and possible,
but since I published my book in 1987 detailing my work without first
acquiring a patent. I can no longer get investors. "You can not make any
money so why bother trying," I was told. I was also told my ideas were
now public domain and no money could be made by investing in them. I
have been told flat out by government bureaucrats and representatives
that "it was and would be suppressed." Not a threat, just kind of matter
of fact-a "so don't bother me with it" attitude. As for the guys in the
patent office, some were very interested in it and others sympathized,
but the law was the law it didn't matter what was good or fair.

3 RESEARCH


I read a book called "The Secret of the 200 M.P.G. Carburetor" By Allan
Wallace. It explained a simple vaporizing carburetor system and discused
several of the systems from the past. I wanted to see for myself and set
out to build my own system. First I built a gasoline heater, then a hot
water vaporizer, then an electrical system for heat control, with a dual
disk butterfly mixing control with which I could vary air, fuel ratio
from 10-1 to 1000-1. Finally while trying to find in a text book the
boiling temperature of gasoline,. I discovered the principles of Thermal
Catalytic Cracking (TCC). I read that the oil refiners take the heavy
oil leftovers and heat them above 747 degrees with water or hydrogen and
break them down to smaller more useable molecules. The idea hit, the
system had to lower the boiling point to make a difference with vapor
because of the principles of refrigeration and compression. That is to
turn vapor back to liquid. Natural gas will stay vapor under our engine
compression. It struck me that this really could cause such a drastic
mileage increase.

I took all I had learned and designed and built a system on my 1976 360
c.i. Dodge Maxi-van. It had a large catalytic chamber heated by the
exhaust and electric elements powered by additional alternators capable
of reaching this 747 degrees and beyond. I air pressure tested it at 100
lbs at 900 degrees. I also developed different systems to feed heated
gasoline, air and steam. It was very difficult to get ratio pressures
and temperatures stable. It was difficult to keep it balanced to run.
The best I ever got was 72 M.P.G. for about a 5 mile run as measured by
my mileage computer. I knew I was on the right track, but I also needed
to computerize the whole system including the two fuel injectors, steam
injector and the temperature, natural gas and oxygen sensors. All this
would cost big bucks to do effectively. Also I needed clean, additive
free gasoline. It was at this time I decided to write a book hoping to
get financing to further develop the system. As well I felt it important
that this understanding was not lost. I thought possibly this technology
had been misunderstood not suppressed. I felt TCC could explain the
mysteries of the previous inventions. The publicity of the book would
get the help I needed to get this done.

As I was laying out the book, it came to me that if I could prove I was
producing natural gas under analysis then it would help prove my
theories correct. I began phoning around to labs at colleges and
universities and I explained what I was doing a hundred times. Finally,
in October 1987, I began dialogue with Professor Eugene Cherniak, an
analytical chemist at Brock University in St Catharines, Ontario. After
some initial checking of formula, I was told that there was certainly
enough merit to do some lab testing. It took a long time to set up and I
was anxious to publish my book and theories. I felt for a while that I
was just getting jerked around or put off; it taking too much time. I
went ahead and published my first book before I knew the laboratory
results. I wanted to be sure the idea was explained

Finally in the days before Christmas the gas cromatograph proved that
natural gas was produced in the process. The gas was then analyzed
again, this time making use of an ultra violet (U.V.) spectrometer.
Again natural gas was indicated. The actual U.V. test results can be
seen on page 19? Specifically the graph indicates molecular size and
quantity and proves the presence of natural gas and other low boiling
hydrocarbons, proving my theories correct. Professor Cherniak was
sufficiently happy with the results to give me reasonable assurance of
the obtainablity of a research grant. I was told go home and wait for a
call. After 2 weeks, anxious for news, I called for a progress report.
The news the Professor had was not good. He told me that although my
ideas were sound, no money would be made available. More ominously, he
told me that the reason the project would not happen was politics. The
professor added only that he was not feeling well and did not have the
ability to pursue the matter any further. I sent a couple of hundred
books out trying to get help, none came. It was not until June of 1989
that I finally persuaded the professor to write a letter of
recommendation. A letter that I felt was very conservative compared to
the jubilation that he had expressed upon our initial success. That
Letter of recommendation can be found on page 18? The letter states that
it would be very important to find funding for this project that, "if it
is successful, will bring (great benefit) to our society which is
currently plagued by inefficiency and serious pollution." He promises in
the letter that he will personally help me scientifically
technologically and financially. In fact there has been no such aid
since the initial work and no help in finding it elsewhere. I know he
had a good heart to the idea but the responses he must have met
presenting the gas analysis must have depressed him greatly.

If the politics that causes this sort of suppression were to occur in
the Arts, there would be violent protest from the general public.
Unfortunately, because of the degree of complexity of this subject
matter, full comprehension of the situation has eluded the general
public. In publishing my first book, I had many people who would come
back and tell me they understood it now. I heard many different
testimonies of other inventors, or stories of people buying new cars and
getting fantastic mileage with experimental systems that sneaked out of
the factory. Only to be taken back by the Dealers stating they were
experimental and not ready for market. Two out of every ten would give
me a story back and I talked to hundreds of people. Two years later I
got an idea for a video. I found that if I talked to people and showed
them all the books patents and articles with my explanation, 90 %
believed me. I put it all on video with just me explaining it, just what
was going on. It is boring, not Hollywood, but it seemed most anybody
who watched it believed and understood. Many strangers told me so. I
sent out 100 copies to various media and environmental organizations. I
got stupid rejection letters or was ignored. The worst was Greenpeace.
Supposedly they are working against global warming and carbon dioxide
levels but I was told it was their policy not to get into private
enterprise and would do nothing and that many people had approached him
with similar ideas looking for help. My comment was that if there were
so many on the same track, possibly we were right and they should look
into this. The man I talked to there added "Sorry nothing could be
done." I said, "You are either working for the oil companies or an
companies." I said, "Then there is only one other option. you must be an
idiot to ignore all the information I gave you."

From the very start of combustion engine technology, leading scientists
complained about the very low efficiency of motors that were mass
produced. The automotive engineers claim it is around 20% efficiency.
They claim 35% heat lost in the exhaust, 35% heat lost in the radiator
and 10% lost in overcoming friction and wind resistance. Therefore 20%
in propulsion.

However there is another way to look at this formula with amounts and
conversion factors well accepted in the engineering community. It is
known that a medium size car that gets about 20 M.P.G. can maintain 60
M.P.H. on about 12 H.P. To produce this electrically, it would take
about 10 Kilo Watt of power, figuring 746 Watts per H.P.

10,000 W = 13.4 H.P.

1 B.T.U. of heat is produced by 1 .K.W. in 1 second

1 K.W. X 60 seconds X 60 minutes = 3,600 B.T.U.

10 K.W.H. of electricity = 36,000 B.T.U. of heat

10 K.W.H. = 12 H.P. X 1 hour @ 60 M.P.H. = 60 miles travel

There is approximately 20,000 B.T.U. per pound of
gasoline and about 8 lbs per gallon. If you got 20 M.P.G. at
60 M.P.H. it would take 3 gallons for 60 miles
20,000 B.T.U. X 8 Lbs per X 3 gallons = 480,000 B.T.U.s
480,000 by gasoline 36,000 by electricity
This works out at factor 13.3 to 1 or 7.5 % efficiency

A car at 100% efficiency should get 13.3 times farther, 266 miles per
gallon. Now I am not trying to sell electric cars. I just want you to
understand there is tremendous room for improvement. If the numbers are
correct and seeing as you can get these figures and formula from many
technical sources they probably are, then 100 M.P.G. would be a true 40%
efficiency. About 5 times better than what we are getting now. It is
quite within the realms of reality and not too good to be true.

4 - Applications, Implications and Possibilities



This technology can be applied any where an internal combustion engine
is used today, including diesel with some modification. Now consider
that this system offers 5 times the gas mileage with 95 % less
pollution. The economic and environmental consequences of this
technology being put into practice are mind-boggling. Environmentally,
our auto exhaust is by far the biggest contributor to greenhouse gases,
city smog, expanding deserts, famine and global warming. If the Pogue
carburetor had been helped rather than sabotaged years ago, the drought
and desolation that has killed millions would never have happened.

There is a malignancy upon our society that is corporate greed. Think
what our world would be like had the people that sold ice prevented the
refrigeration system from getting on the market. No refrigerators,
salted meats, no air conditioner, and warm beer. Sounds like hell to me.
What the oil companies did by suppression of this technology has killed
millions, poisoned billions and started this planet on the road to
destruction. And they are stealing extra money from every person on this
planet. The corporate way of thinking that if they do not make money
then don't bother trying. Bottom-line-thinking has made this worse for
all. Some have advanced the theory that the-powers-that-be are moving
slowly to phase in the changes that this technology would bring, so as
to not create economic upheaval with large scale jobs lost all at once.
It is becoming obvious that this is not the case. There is no movement
here. Fuel injection is only 10 % better than any good carburetor. The
only other improvements are due to downsizing, less weight, proper
gearings and aerodynamics. No basic improvement in anything using TCC
has got to our market. This deception and others are happening on such a
large scale to all society that it has taken a long time for more and
more people to realize what is going on. I have been told there are
other similar situations happening throughout society, such as
nutritional information and naturopathic healing not getting through to
the medical profession. Such as cures for cancer that go in the waste
basket, so researchers keep their jobs. The many spectacular uses for
hemp products that could save our forests and clothe us without killing
the land as cotton does. Facts like Queen Victoria used marijuana for
P.M.S. Hemp was suppressed by the actions of newspaper media for lumber
and chemical corporations, for industrial reasons as papers lumber
tracks and billions of dollars in other drugs. It had been widely
accepted as an important medicine. Government and corporate banking
policies that create debts and keep feeding of those that do produce
something. The suppression of the long term effects of pesticides and
other toxins in our environment is another example. Corporate ownership
of the media by the most powerful financial interests is now almost
universal so it is next to impossible to expose people to injustices by
the powerful through the mass media. These people are not telling us
what we need to know at all. Anytime any local paper did my story they
always left out key information to make me and this idea look
unbelievable. These points I believe should be looked into, I do know
about this fuel system carburetor and that the only way is for everyone
to know these truths so that complete development of it comes as soon as
possible. The frustration of dealing with our world system has sent
people into apathy and despair. We must take back our lives to our
control, for the betterment of all. It has been my faith in Jesus Christ
and his Father that helped me through all this; helped me to stand with
integrity against some of the foulest lies and deceptions ever told. I
am not alone. There are hundreds of people working quietly on some
version or other of supercarburetors technology. There are thousands of
people who are aware of some of the earth shattering deceptions that are
being told to our society. There is a growing movement and I hope you
will become a part of it. People are sharing truths. People are telling
what they know to those they care about with confidence that the truth
will win out.

It is up to each of us to do their own searching and
learning to challenge what we are told. It is more important
that you search yourself to know Christ than anything else.
Educate yourself to what is going on with our world
today and understand that you can help turn anything to the
better by your involvement. Get righteously angry, take
responsibility for what you know and pass this information
on. I challenge all of you who understood some of these
things to pledge your commitment to help bring the changes
that are needed now. Maybe you knew this idea was real but
could do nothing about it. Now you can. I have initiated the
HiMac Research Foundation to further publish and develop this
technology that all may benefit. I need your help to do what
is right, Please make a donation. I do not think the world
owes me a living. I would be about $ 75,000 wealthier and a
lot frustrated had I said "let some one else do it". I did
it because I care, I hope you do too.

J. Bruce McBurney

CHAPTER 5 BOOK REPORTS

It is said in a multitude of witnesses there is truth.

Over the past few years in my search for the truth regarding this
information, I have obtained much literature. There have been many attempts
to spread this information by publishing a book or manual. The following is
a brief over view to inform you of what the authors of these books have
learned and felt all should be informed of. Each contains comments on the
aspects of suppression and the aggravation felt, knowing this information.
These authors are trying to fight this injustice. I feel that each
publication attempt is a last resort after trying many other ways to get
their information out. Knowing this I have used excerpts that I am confident
the original authors would not mind any miniscule copy right infringement of
what is printed here. If any problems, I will certainly fairly comprensate
any with what ever profits if any received.

In the next few pages I will give you my reports and analysis, and point out
key information that is similar in our findings. I have not found that
anyone has understood the whole picture. However, each helps contribute to
the knowledge. Some of these manuals give detailed plans to reproduce what
the author made work for a while. I do not recommend building any of these
units, as the complexity of the real solution is far too much for one person
to perfect. These units worked for a time and on some of the principles
required. However, they are not good enough and safe enough to justify their
construction. I do point out these systems so you may better understand the
real answer, the necessity of mass production. Many of these inventors, as
I, have spent far more in research than, what I could realize in actual
gasoline savings in my lifetime. We do it for the betterment of all, not
just for personal gain or savings. Knowing that only through total
understanding we have a chance to beat this suppression and have success.

These books I report on, are in the order that I received them to enlighten
you as to my learning process. Some of the last books I received were better
and had been written prior to mine but I have just got them recently. I
believe there are probably more books, information and patents out there and
I am hoping to get more after this publication. So if you think you know
someone involved in this idea, please pass this on to them. Many tend to
keep it secretive as to the garbage our Patent Office generates. This should
be no secret, it has been suppressed. Many of you know this, so I challenge
you that understand to see that it gets out now. Make an effort. These men
tried and lost because of the lack of help and the enormous powers that they
and I are facing.

The first book and the book that got me started was "SECRETS OF THE 200 MPG
CARBURETOR BY ALLAN WALLACE @ 1980 published by Premier Publishers Fort
Worth Texas. This was a listing of 17 different accounts, patents or
articles on somebody getting 3 times or better the gas mileage. Starting
with Charles N. Pogue in 1933 and phenomenal claims of 200 M.P.G. The author
states his belief in these systems and testimonies by relating his own
experimenting and research. He further relates his understanding that we are
controlled by corporations and suppression. He gives formulas that justify
these carburetor claims through air gas ratio figures creating proper
vaporization. There were testimonial letters that stated these fantastic
claims were correct with many names and addresses of others working on this
at that time. He backs up these claims as best he understood. He attributes
the mileage gain to vapor and changing air ratio, with no mention of
producing natural gas. This book puts forth these super carburetors in a
presentable way and it was what got me started in finding out this truth.
Apparently 300,000 were sold. It alone made an interesting case on the
aspects of suppression of these systems.

The next 3 books I got all at one time, a friend was telling another guy
what I was trying with vapor carbs and he gave them to me, he had ordered
them earlier and did not think he would build one.

"200 M.P.G. CARBURETORS FACT OR FRAUD", a special report was also written by
Allan Wallace in 1982. He gave some of the same presentation in his first
book, and added further information and feedback from others working on
systems and information to help get it to the market. He talks about efforts
to suppress his first book and includes a couple of newer patent disclosures
and lists 60 patent numbers for references.

The next book was Ray Covey's "VAPOR CARBURETION CONVERSION SYSTEM",
published 1984 by Carb Research Center in Foyil, Oklahoma 74031. He claims
72 M.P.G. in a 400 c.i. Chrysler. Using a small carb he runs vapor air gas
into a box through screen filed tubes heated by exhaust gas. He gives
detailed plans on how to build it and I have talked to guys that did it that
claim triple the gas mileage. The problem was they all lost efficiency the
further they drove and eventually just got the same as a regular carb
because of the fuel additives building up on the screens and metal tubing.
There was no mention about the additives in his book. It was mentioned that
the cars ran smoother on his box system and smelled clean burning like
propane or natural gas. This vapor box design went well for a few years
according to Bob Heiderich at C.R.C. Later he found also that the fuel was
plugging them up after a while of driving. In 1988 the oil companies did
something to the fuel and he could not get them to get any better than 50%
improvement, if that. Many have testified that it was great when new and up
to 140 M.P.G. using this system. I saw a testimony of a guy with a big bus
who went from 8 to 35 M.P.G.

Also presented is the idea that the Pogue carb was used in World War II on
tanks, trucks and jeeps. According to many sources, such as ex G.I.s and
excerpts from Field Marshall Rommels own war records, this was the case. He
also lists 120 patent numbers on vapor carburetor patents owned by oil
companies. The author states the opposition is big and hopes that his
publication will help get it going. His manual did well for a few years and
was followed by an improved version with more tubes. Each system worked
differently due to different gasoline additives in different parts of the
country.

Loren and Kelly Naylor, a father and son team designed a system called the
"HIGH MILEAGE VAPOR PHASE CARBURETOR" in 1982. by C.R.C. Box 1, Foyil, OK
74031. It had two heater cores and a mesh pack of copper knit cleaning pads.
It was a recirculating type of system, but probably catalytically cracked
some on the metal cleaning pads. It did have the problem, as all
recirculating systems do, of leftover fuel. They admit to this, but state
they just burnt it through the regular carb system. He states his mileage
went from 14 to 30 M.P.G. with no power loss. This system was a hot water
heated system and gave only a small increase as the temperatures were not
high enough to crack the larger molecules.

Another carb that I have a manual on is the Burley Willamson "FANTASTIC
VAPOR CARBURETOR" Patented Aug. 15 1978 #4,106,453. Published by H & A
Industries Route 2, Box 35 Bowling Green Mo. 63334. He showed a vacuum tank
for preheated gasoline and a variable Ventura type mixer and used pre heated
air. He made no claims to actual mileage increase. I felt this was just one
of the many who did not understand the true principle and only had modest
gains. His system did not have the factors needed to crack the fuel into
natural gas.

Donald E. Novak, physicist, out of Van Nuts Ca. 91406 put on a seminar
called "100 MILES TO THE GALLON". Mr. Novak presented the case and related
an experiment and achievements of super carburetors in 1976 before a
congressional subcommittee. He talked of three systems and explains them to
have an increase factor of up to 1000%. He talks all vapor and seems to put
forth a good argument, but there was no plans for a system, he didn't
understand T.C.C.

Another is "HIGH MILEAGE SEMINAR WORKBOOK" by Bruce H. McCauseland, P.O. Box
197 Sta. C Buffalo, N.Y. 14209. He comes right out and explains the
suppression saying flat out banks have share holder control in auto and oil
companies. He shows a 1913 patent, #1,065,370, of a heated vapor carburetor
and a complete file set of Pogue's 1936 patent disclosures and a 1972
General Motors patent #3,851,633 on a vapor carb. He also includes an
article about a micro carb invented by Albert B. Csonka, and all the hassle
he went through to get help to market it, with no avail after years of
proving it worked.

In 1990 I received a booklet called the "CARBURETOR ENHANCER" By George
Wiseman out of British Columbia. He describes the principles of inducing a
vacuum over the fuel in the float chamber, to lean out the fuel flow. It was
an ingenius way of increasing mileage 10%-30%. Some vehicles mileage would
double if it was a gas pig already. But it was not without it's problems.
like stalling or lean it out too far and burn your valves.

George Wiseman also put out a system called an "HYDROCARBON OXYGENATOR", the
manual published by himself in 1990. He explained a cold bubbler system to
just give the engine a partial vapor boost. I tried this on two different
cars and found it to be a pain in the ass. I am sure it turned off many
people playing with carburetor kits. I heard from some that triple mileage
was obtained, however I never saw more than about 50% improvement at best
using his system. I spent too much time tuning and repairing design
problems. I believe that additives had a lot to do with it and I even tried
using a carbon filter to catch them but with no difference worth the effort.
I talked to George on the phone many times at length hoping that he could
solve it. He understood T.C.C. to some degree, but thought his bubbler was
all that was needed. Apparently there were problems in his castings and he
lost big time dollars$ in trying to get it going. All his phones have been
disconnected and I wonder sometimes what happened to him. I really think he
was trying to get the thing done, but because he did not fully understand
and just ended up confusing the issue a little more.

Last year I received the Book "THE ELUSIVE HIGH MILEAGE CARBURETOR" By Larry
D. Wagner, published by Valley Press, 1984, out of Puyallup Washington
98371. It is probably one of the best of all the books as to understanding
catalytic cracking. He made an extensive study and accumulated similar
evidence. He claims his complex system got 85 M.P.G. in his 455 c.i. Buick
and states most systems on other cars are obtaining an average 250%
increase. If anyone read his book and my first book they would see that we
have two completely different approaches and come up with very similar
answers. He was hassled bad by the E.P.A. who drove him into bankruptcy by
their testings with additive laced fuels that ALWAYS FAILED the tests. Larry
did not understand the additives completely. He gives the histories of
different units and relates that while giving a lecture he mentioned that a
tank mechanic had told him about W W 2 use of the Pogue system and was
interrupted by a ex-tank driver who confirmed the story. Later, at another
lecture, another military driver claimed 50 M.P.G. using a secret box
carburetor. He states also about Detroit production test super carbs that
would slip out to the market. He states his fears of suppression and his
hopes for the survival of this technology.

A Book called GASOLINE CRISIS ANSWERS was published by J.E. Ambassador
Jackson in 1977 of the National Car Drivers Association P.O. Box 1111,
Tacoma, Wash. 98401. He lists many, many articles on the Pogue carb and
others and concludes that "highly efficient carburetor systems have been
invented." Wouldn't you like to drive from 110 to 160 miles on one gallon of
gasoline?". He also talks of oil filters, the Frantz filters that can save
oil. And alternative engines such as the turbine engine and their efficiency
and reliability proven in the 1950's that keep them off our market and
sitting on a shelf. The evidence and information he has compiled is
compelling and leaves little doubt as to the existence of suppression
forces.

THE SECRET OF THE 100 M.P.G. AUTOMOBILE by Thomas O'Brien published in 1981
by Auto View P.O. Box 526 Phoenixville Pa. 19460. It has 112 pages that lay
down another excellent argument that super carbs are real but shelved. He
talks of some systems and air ratios along with catalytic cracking in oil
refineries. He did some research and ran out of money. He decided to write
his book to raise money to continue. He gives Reprints of the many newspaper
articles on the Pogue system. There is pictured a Pogue carb that sat in an
attic for years. He too leaves you with the reality of suppression.

After 10 years research and marketing others' inventions, Bob Hiederich Of
C.R.C. Foyil OK. 74031, has a manual and kit called IMPRO 2000 COLD VAPOR
HIGH MILEAGE SYSTEM (C) 1992. It is a simple vapor pot that works only on
higher speeds with modest gains up to 50% I have tried to relate T.C.C. but
he felt the cold system would suffice and he to felt that any system had to
be practical and simple. He might be getting some catalytic cracking using
copper cleaning pads. It seems simple, and he says, effective so far. He
does not have a return line so he is not recirculating the fuel. Just a
timer and fuel injector. He says he has not had the problems associated with
additives. Last time I talked to him he was still refining it. Of many kits,
this one looks good but not one I would try.

The last book I received was SECRETS OF SUPER MILEAGE CARBURETORS by Reno
Sales (c) 1982. Published by Premier Publishers P.O. Box 16254 Fort Worth,
Texas 76133. It contained a variety of 20 different methods designed by even
more inventors I had not heard of before, with drawings and claims from many
people: Arthur C. Sgrignoli of Enola PA. 1979 86% increase efficiency; Roy
Nichols FUEL MISER of Richardson TX. obtaining 100 M.P.G.; an earlier
version of the Ray Covey idea in 1981 with his Mark 1 system at 65 M.P.G.;
Ron Beasley Of Ottumwa IA. triples standard mileage; an evaporation type
similar to your furnace humidifier done by Ted LaPan of Fort Wayne IN. in
1974 he claims 60 to 100 M.P.G.; the NAY BOX by Elmer Nay; and the Naylor an
earlier Pogue, all which were the recirculating type. He explains it as
vapor and makes the recommendation that if you want one, you would have to
build it yourself. He does not have any idea of Thermal Catalytic Cracking
and claims thousands have been patented and many more just built to run
vapor and that is all that is needed.

Basically, understand that no one could ever perfect it alone. Many have
tried and gained some due to the many different ways that T.C.C. can occur.
These many systems failed due to gasoline additives. Most gave up thinking
that nothing can be done because they did not fully understand. The only
answer for each of us to benefit is by publishing the real truths: that
these systems are possible and absolutely necessary now. Help to spread this
and make a donation to the research and development. It cannot be patented,
therefore no investment can be guarranteed. I am taking steps to set this up
as a non profit organization, after all, that has been the way it is going.
I was not fully intending it to be that way. To learn and publish this
information it probably cost me Personally $ 75,000 so far. I know it has
cost far more for many others and much more now if it is ever to succeed.

Please get involved now ! Spread this news more. If this is coming to you on
computer modem, fax or photo copy there is an honor copyright. Please if you
read this and agree and understand and care send at least $ 10.00 to me
J.Bruce McBurney, HiMac Research and Publishing 6665 McLeod Rd. Niagara
Falls Ont. L2G 3G3 to help this voice to be heard. This may be copied,
transmitted, or reprinted by anyone and please just help to get this in the
total public eye that the pollution stops for us all to benefit. This can
probably only ever succeed by a great joining effort of many. not little
efforts of back yard mechanics trying to keep it secret, to ensure that they
get their piece of the pie. Almost on a national scale as the atomic and
space program. A definite effort by the oil and car companies to work on
this Thermal Catalytic Cracking and clean gasoline to run them on. This is
the answer, not Compressed Natural gas, Hydrogen or Electric cars which are
not as practical or near this efficiency.

The advancement of this technology is only possible with
total public knowledge so please do your part.


Update

Have more information from Bob Heiderich. he read this report and commented
now he understands what he has been doing.  He had his caddy runnuing 75
M.P.G. for a while on the covey system but now has a invention he calls the
turbonator That hooks up in the P.V.C. line and gives double the gas mileage
in some cars.  He said he had manufacturing problems with kit parts but has
many testomonials on fantastic gains. He said because of the manufacturing
problems on a bypass valve he has rerouted the system and it was working
much better. He mentions my report and has been a help in prelimnary
publishing


This article appeared in a magazine R.V. World June 1977


Over 100 Miles on a Gallon of Gas
Headlines 1" Bold Type

A 24- year old inventor in El Paso, Texas, has the
government and the automobile people taking a close look at
his astounding experiment that could revolutionize the
indrustry

By Gregory Jones

Two hundred miles on less than two Gallons of gas?

That's the Spectacular fuel economy Tom Ogle



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