FUEL VAPORIZATION, DOUBLES MILEAGE

[poynt99]

We are not heating the fuel either, although we are considering it, as there are probably more gains to be had that way as well.

So, you say that you did this 30 years ago, and didn't continue with it?  I don't understand why you wouldn't investigate further on a possible way to half gas consumption.
Give it a try again, maybe this is the future of the ICE.

ciao,   Dirt

hey i was only about 12 years old at the time. 

all i did was remove the fuel tube that dips into the fuel tank as i recall. i did have a rubber hose running from the carb to somewhere else too at one point, but i can't remember the details at the moment.

the 5hp Briggs and Straton ran for about 20 minutes on about 1/8 inch of gas before it quit. the tank got cold so i assume it sucked all the fumes it could out of the tank then became starved for fuel. this is simple stuff. the key is to perfect it so the throttle still works properly, and you don't get the fuel starvation problem, but that's where the pre-heating comes in.

[maxc]

Check valve. http://store.summitracing.com/partdetail.asp?autofilter=1&part=MOR%2D97800&N=700+400105+4294821958+115&autoview=sku  Nice size too. I don't know how explosion prof they are?

[z.monkey]

Howdy Y'all,

I uploaded a copy of the original Pogue Carburetor Patent to OverUnity.Com.

http://www.overunity.com/index.php?action=tpmod;dl=item103

I hope this helps solve some problems...

Blessed Be Brothers...

[exxcomm0n]

Just back spouting ideas off the top of my head (since it's the only area flat enough to hold them, and not many!).........

These are again HHO/fume centric.

What if you had a fuel evaporation tank producing (bubbling) into a HHO vessel with it's bubbling action helping agitate the HHO generation vessel and helping keep HHO gas from staying in suspension in the water?

This might allow more complete mixture of fume/HHO for a greater combustion potential and less fuel. I wouldn't think you'd have to worry about petroleum vapor being held in suspension in water.

It also creates another flashback suppressor before the fume chamber (which it seems might benefit from being attached to the exhaust somewhere along its length and a fuel injector spraying the side of the now higher temp fume chamber for generation).

The more thorough mixture might make for the HHO vessel output holding less evaporated water (a separate radiator for HHO water might be necessary now that it has the added heat transferral from fume bubblage as well as heat created by electrolysis).

So the petroleum is heated by generation chamber/exhaust.........wait, that doesn't make sense since it's a heat/cool/combust cycle.

But..............

If the HHO generation vessel in under vacuum, could fresh air be introduced into it and the petroleum gets injected into it (since petroleum and water don't mix that well) to use the heat there for fumage generation and THEN goes to exhaust for further heat excitation before intake induction?

Kinda the exact opposite of what an intercooler does for turbo induction since that's cooling air to cram more into the combustion chamber with more fuel.



Just some thoughts kids.

[TheOne]

I found this: take a look at the red quote

Gasoline is a complex blend of carbon and hydrogen compounds. Additives are then added to improve performance. All gasoline is basically the same, but no two blends are identical. The two most important features of gasoline are volatility and resistance to knock (octane). Volatility is a measurement of how easily the fuel vaporizes. If the gasoline does not vaporize completely, it will not burn properly (liquid fuel will not burn).

If the gasoline vaporizes too easily the mixture will be too lean to burn properly. Since high temperatures increase volatility, it is desirable to have a low volatility fuel for warm temperatures and a high volatility fuel for cold weather. The blends will be different for summer and winter fuels. Vapor lock which was a persistent problem years ago, exists very rarely today. In today's cars the fuel is constantly circulating from the tank, through the system and back to the tank. The fuel does not stay still long enough to get so hot that it begins to vaporize. Resistance to knock or octane is simply the temperature the gas will burn at. Higher octane fuel requires a higher temperature to burn. As compression ratio or pressure increases so does the need for higher octane fuel. Most engines today are low compression engines therefore requiring a lower octane fuel (87). Any higher octane than required is just wasting money. Other factors that affect the octane requirements of the engine are: air/fuel ratio, ignition timing, engine temperature, and carbon build up in the cylinder. Many automobile manufacturers have installed exhaust gas recirculation systems to reduce cylinder chamber temperature. If these systems are not working properly, the car will have a tendency to knock. Before switching to a higher octane fuel to reduce knock, make sure to have these other causes checked.

Now my question is, if we block the fuel to return back in the tank, we can have our gas expand and turn it into vapor without to much modification and increase mileage?