Nexus - 0402 - New Times Magazine-pages

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NEWSCIENCENEWSCIENCENEWSCIENCE — THE SECRET SUPER-HIGH-MILEAGE REPORT — A 100-MILES-TO-THE-GALLON, SUPER FUEL-INJECTION SYSTEM culate fuel work on this principle. These usually leave the fuel that boils over 400° 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 natur- al gas, all the molecules now have comparable and much lower boiling points. When it ignites, it burns completely and instanta- neously 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 tailpipe or is burnt in catalytic converters. This is fine for reduced pollution, but the wasted heat isn't converted into propul- sion power. What is basically happening with any successful supercarb sys- tem is that the fuel is being converted completely into vaporous natural gas and methanol 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 cannot recover waste heat as much, in that TCC is an endothermic reac- tion. This reaction can take waste heat energy and change it back to chemical energy; specifically, the molecular weight of the water into hydrogen and alcohol as fuel. A water injection system is used to quench the explosion, and the pressure expansion charac- teristics of steam help to keep the engine running cooler and even more efficiently. Some previous attempts to produce high-efficiency carburettors used one or both of these processes, but did not run very long. It was not realised by the builders of these vaporising systems that the metal of the vapour chamber itself was acting as a catalyst. These systems soon lost efficiency because additives in gasoline coat the metal of the vapour chamber and prevent the catalytic action from taking place. Since previous inventors didn't realise 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 the intricacies of the system for a good many years, but for various reasons have kept quiet about ing carburettors—and 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 small- er hydrocarbons and why it really could yield unbelievable gains. I will try to explain this idea as best I can, but 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 nitroglycerine, used to extinguish oil fires. The dynamics of the explosion chase 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 dam- A fter researching and experimenting into the idea of vaporis- age. Incendiary fuels burn and generate heat slowly, causing a build- ing 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 struc- ture. These react more slowly in burning in progression as they reach different boiling points. Only vapour burns. Any liquid must become vapour 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° to 430° Fahrenheit (or 54° to 221° Celsius). When ignition occurs, the lowest-boiling-temperature fuel burns first and the heat from it is used to boil the next higher boiling-temperature fuels—so that they burn up the chain of higher boiling-points to the point where the piston is pushed down, the exhaust valve opens and the fuel con- tinues 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 vaporise the fuel. The first and easiest is fractional- isation, which distils the fuel and burns each level of it. Each level consists of similarly-sized molecules. Vapour systems that recir- CHICKEN LITTLE NEXUS - 49 by J. Bruce McBurney FEBRUARY - MARCH 1997