Clean, Cheap, Powerful Combustion

The science jerks have long told us how inefficient internal combustion engines are and they have been lying through their rotten teeth. And we have all bought one more big lie. More than 55 years ago Canadian inventor Charles Pogue invented a hot vapor carburetor that pushed a 1937 Ford V-8 sedan well past 200 MPG and if there was emissions testing in the late 40s we would have seen that tailpipe emissions were cleaner than now.

The problem with the Pogue carburetor was poor power due to its hot vapor design and erroneous spark timing. What Charles Pogue proved was what every real scientist knew. Liquid fossil fuels will not burn and excess liquid is used by engineers to moderate average cylinder temperatures. So Charles pre vaporized all his fuel after start up with exhaust heat. His financial backer skipped out on him because Charles refused to fix the performance problem and the backer felt he could not market the economy - performance tradeoff.

But heat is by no means the only way to vaporize liquid fossil fuels. Negative pressure or vacuum, the principle by which a carbureted engine operates, will quickly vaporize fossil fuels or alcohols for that matter. Ditto for plain old fashioned air flow, the other principle by which all combustion engines operate. Cold vapor makes much more power than hot and can be easily provided on any carbureted engine.

While I have previously published articles explaining how a carburetor can be modified to meter cold vapor and a fuel tank can be converted into a bubbler that supplies the modified carburetor, I had a flash of inspirational insight about 8 months ago. We can vaporize liquid fuel below a modified carburetor and eliminate the bubbler altogether. The secret is open celled racing fuel cell foam. The stuff racers use in racing fuel cells to prevent fuel slosh and make containers less prone to rupture upon impact. A one to two inch carburetor spacer, purchased from a speed shop or racer supply company with a wire screen and double gasket sandwich below the carburetor spacer will retain one to four snug fitting plugs of fuel cell foam cut low enough to allow the throttle plates to open without interference. If the racing supply company makes no spacer for your particular carburetor, you can make your own with aluminum plate and an electric drill and hand file or rotary grinder. Nothing about a carbureted vapor fuel conversion is expensive.

There are two tricky parts to a conversion. The first is modifying a factory carburetor to flow a minimum of 5% of its designed fuel flow and a maximum of 10% for power circuit. I won