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f her eby dedicate this book
to those of you who ar e the
d r eamer s of this countr y -
You are the. people who make
E ne gr eatest technlcal ad_
vances possible when you do
sonething about your d.reans

All-an lfila1lace

: Publlshedby
.
PREI4IERPUBLISHERS
Fort lrlorth, Texas
II
I
II p"s" 1
1 972. - . R a 1 p h Mo o d y Jr o f o a k H i l - l Flor ida gets
1,. Bls miles per galton fr om
lhis modj-fi-ed Ford capri whi-ch has been equippEo - a- - - f,r - - wiiir a turbocharged" 4-cy1
d i e s e l e n g i n e o .....
lPerkin s
I - ] 97q - T h e F l e x Ga s V a p o ri ze r (r" aclver tised in national- maga.zines) and
ls e l1s f or a r e a s o n ? b l " p ri ce , cl a i ms fo oouur ; g;; *ir ""g" fr om m ost any
lc a r and g_
e t s t o 1l O Mp G'o n ,o *" ......
.r.r..
| ,

| 1 9 7 7 -- A - s t a n d a rd v1 ''/R a b b i t d i e sel- with tur bochar ger is tested and g ets

lu p to 5 5 m i l e s p e r g a l 1 o n ......
| 1 977 T o m o g l e o f E l P a so T e xa s claims- to ggt loO m ir es per gallon
lh is 4 6 0 0 l b 1 9 ? o F o rd Ga l a xi e w i th v- B engine."Running or r " r ound- tiip"tl"t on
lfrom El Paso Texas to Demrninglrlewuexico ind 6ack used only two gallons of
Fts. His v a p o r S"1 fvste m e l i mi n a tes the standar d car bur etor , only has a
g a ] l o n t a n k a n d e mi ts n o ca rb on dioxide o" ,r "ur "ned
[thr ee hydr ocar bons. r ..
I t 9 7 6 - A m o d i f l e d F o rd P i n to e q ui- pped with a. tur bochar ged
en gin e is t e s t e d a n d g e ts to B o mi 'i ul' - per gauon.:- :;;. Ni- ssan dies el
19 7 4 - a n a r t i c l e fro m Me ch a n i x fll- ustr ated about nHum idifi.er Type Fuel
svste m s 't t e r l s o - f - ma n .b y th e n a me- "i i"p;"- *r r J""iL*"
1OO r n il-e s p e r g a l l on " w i th - h i s syste m . ;.: , . to get fr om 60 to
19 73 - T h e a n n u a l sh e l l o i 1 co mpany-
recc:'d for high mi-leage at \,rloodRiirer"iitil;I-;.-a"rrisitly _er nployeescontest tur ns out a wor l d
1959 rrin t a g e 6 e t s th e " re co " o *i t-r.-ti 6.i6 modified opel of
r nir es per galr on......
1958 - Ford Motor. company begins experiments with
fli f fer e n t k i n d o f co mb u sti o h ch L rn b er . i fuel ,i"i"ci"O an engine that has a
ver sion of 4fO ci-d
[s tested and runs y-ely we1] on an lirTyuel_ mix[u""- ot Z6zl
px oer i* ert i n g Ford. is now
w i t h th i ; f;; iG;iil" pr oducti_on by 1985......
""ei""
1a.te )ors and early 6ots - The Kendig and Fj-sh rr""1*;i"'"""trr"t
L Tl"
puretors have some very inter_esting car-
miteage"tigu"""r..trr" et-str gets
ln to p ro d u c t i - o n o n-a -ve ry sma l l scl l e - u[t r oi ",i""both of
ph ese c a rb u r e t o r s fa d e a w a y o ve r th e next r ew- unknown,
|
rr """ions
veai;l;....
./v4paaoaaa

19 3 3 t $ t 1 9
^_-
3 6 - ch a rl e s l d e l so n .Pogue is issued. sever al patents on h i s
L
faporizer type carburetors and claim5"of 2O-0*ii;; per-galfon crop up aLl
lug" the world. ]le never se!s- proouclrJn ;ii U;-Ir5i"o"""o-iii"- ILuuretor
[ades awav, but Mr PogueIno rrii ;;ililtor trave ;;;; a regend ever since.
Ivlor-ethan 50 years a8o -, George Arl:lngton Moore
In f uet - e f f i c i e n c y was issued more patents t
syste ms th a n i n y r nan in hidi;r ; iJ- o*t".;.- .:- :- - ,e
Ar e all t h e s e s to ri e s trn e ? Y o u bet tlr gv ar e, and these
rf t he Ta l y t h o u s a nd s th a t vre h a ve n rt mentioned. ar e just a few
iur soci'ety when r finci that information I sometimes wond.er abo ut
or t.hii r.itrJ"""t be dug up by any
ne who vrants to tal<e the ty:, but trie puuri;-;";;;
n any k it r d o f m a ss sca l e . B u t'th , en seems to get inforrned
r gulss when.yo" ir r ir r tn auoilt iin when
verY ore is informed tirey all want on6 and
he oil ind'ustry. rf one 6f these g9il these_-""r, panic
"to"iiru*rite
mi-leage systems rirere to ever
ake it to market on a mass scale it-cou1d"r"i"-o"i-"forro*y ltt*n
ut ti ng ml l l i o n s . o f by literally I
p -e o p l e o u t o r w or r ..- .o"g- Ji"uii- pJlpr e
ountr y de p e n d d i r e ctl y-o n wno wor k in th i s I
th e a u to moCive inausir y i;; their paychecks, & le
ho kn o ws h o w m a n ; d e p e n d o n th e o i l _ industr y.
nl y se] 1 h a l f a s - m u ch g a so l i n e n e xt *"nir , ff"t[;- ?l]- ;;d;i;; coul_a
Duld certai-nIv have to-fire tast nonth they
one hetl ot a tg1 "i- tr tgv- "Jlo
ng out that trugg payroll for- which they woul-d,;i. piJir" to keep from pay
ur whole economic- system is uuirt--on -"tto*oull;;-"iiI not'rraie the money. you eee
gasolj-n€r. o
I
I
 page 2
Because our economy ls based on the automobile and the gasoli-ne J-t uses
al-l these inventors who come up with a better idea, are never allowed to
get thelr i.nventlon onto the market. Of course you-w:tl-l- never get any one
to a d m i . t th a t i n ve n ti o n s can be suppr essed", but- never the less- - they do.
T have put thj-s i-nformation together from the research f have done in
my own venture to build a super high mj-leage system. Because i-t would take
a s e t o f vo l u me s th e si ze of an encyclopedi- a to gi- ve you all m y r es ear c h
n g t e s e T r ve j -n cl u d e d o n l y the m ost i- nter esting and feasible sys tem s j - nto
this book. I feel the public has a right to know and be given the know-
l e d g e t o pro d u ce th e i r o w n system if they so desir e and to r un i t on thei r
own automobiles. If enough people are runnlng around in lOO l4PGcaJ's, the
economy w:ill have to change and industry wil,t have no choj-ce but to go
a l o n g w i - th th e ch a n g € ...

f t s e e ms th a t e ve r si n ce the advent of the autom obile, the p ubl i c has

b e e n b u f f a l o e d i n to b e l i e vi ng that the car bur etor instailed on our c ar s
i s t h e m ost e ffi ci e n t th a t can be pr oduced. And that an A:- r /Fuel r ati o of
1521 is the ultimate mixture for. gasoli-ne to burn. But thi-s i-s not true
g a s o l i n e wi l l b u rn a t mi xtu res of up to 2OO:1 and the 15:1 r atio - i s the
b i g g e s t o u tri g h t l i e w e l ve ever hear d. The car bur etor , as lir sta l l ed on the
automobile formore than lO years now, is nothj-ng mor6 than an automatic
f u e l f l o w co n tro l va l ve j - t does not vapor ize the fuel at all, w hi c h m us t
-
b e d o n e b e fo re th e fu e l w i l l bur n. 15t1 1s about the cor r ect m i x tur e w hen
y o u i n t e n d to b u rn o n l y 1 a % of the fuel as is done by som e aut om obi l - es .
l:+q"+9_ fuel will not burn, it must be j.n a gaseous state (vapor:ized.) before
i.t wi-ll burn - and the carburetor does not do thls.

T h e c a rb u re ti o n syste m begins at the point of air entr y into the s y s ter ,r

a n d e n d s at th e p o l n t o f i g nltion, ther efor e- the intal< e m anifol d ar r d the
h e a d s a r e p a rt o f th e ca rb ur etion system as ar e the combusti- on c ham ber s .
T h e h e a t w i th i n th e se p a rts of the"system is what tends to vap or i z e fuel
s o t h a t l t ca n b u rn . T h e car bur etor only tur ns the fuel lnto a: fi ne m i s ty
p p { a y a n d me te rs j -t to 'C o tncide with the air flo' w. .fn the aver a ge c ar of
t o d a y - o nl y a b o u t 2 0 % o f the fuel ever gets vapor j- zed for the bur ni ng
p r q c e s s , th e b a l a n ce i s w h at ends up as car bon build- up inslde the engi ne
a n d w h a t i s ca l -l e d u n b u rn e d hydr ocar bons being cotlected by the c atal y ti c
c o n v e r t e r o r co ml n g o u t th e tailplpe.

You can di-sprove the 1521 air,/zuel- ratio with your own car and a littlc,
of your time. nil1 your tank and then take your car out on the highway,
drive at )) ml1es per hour for one hour - turn around and return to the
sane station you filled up at and reflll your tank. ltrote the mileage on
your odometer at the beginning of the test and at the end,. Now go iiome anc.:.
g e t o u t y o u r ca l cu l a to r. Y oufr e golng to figur e the air r /2el r ' ati o for the
e n g i n e u n d e r i d e a l co n d i tj -o ns at a steady speed. You dr ove 1 1O m i l es now
figure youl mileage by di-viding the number of gallons to refil] your tank
i . n t o t h e 11 0 mi l e s. N o w sa y for example if you- got 18 mil_es per gal }on,
y o u u s e d 6 .1 g a l l o n s o f g a s - at six lbs pei gallon that i, 36 .6- 1bs . W ow
y o g - w i - l l h a ve to fi g u re th e amount of air you usedl an.d at jj.1 l bs per
cubic foot. Tf youq engine is a 3OO cubic inch V-B and turns 22fl rprr- at
f5 r a i l e s _ pe r h o u r (ti n d th i s out by installing a tachom eter ) it w i l l d" r aw
i n 1 1 r 7 1 9 .7 2 _ cu b i c fe e t o f air per hour - two lour s wil] be 23t4 3?.j c ubi c
Ig "! _ o I 1 J8 9 .1 l b s. N o w d i v ide the alr by the fuel- ( 1r 789.t in s ai r and
J 6 . 6 t U s fu e l ) a n d yo u g e t a F\.r e1/Air r atio of almost 4921.....
THE formula for fuel ratio to air is always figured i-n weight , so the
 pa8e 5

comect fornula is as follows: Gasoline at 5lbs per gallon / air at 13.1

}uq per cubic foot. --- Cubic inch displacenent of engine dlvided by two
lflsloq draws alr onlV on every other stroke) nultiplied by engine rpm
c.inided by 17Zg (1728 cubic inches per cubic foot) nultiplied 6v 6O (tfre
ru:mber of minutes_ per hour) equals cubj-c feet of air / gasoLine- gal.lons
ru}tiplied by 5 tUs equals weight of gasolane / cubic'f5et of aii multi-
pLied.by 13.1 equals wei-ght of air -- divide weight of air by weight of
gasoline conguned for sane peri-od of tlne equals-Airr/nrel ralj-o.
I!t" plain to see that i.f you get a 49:1 .&1r F\rel ratio at a steady
spggd on th.e h:,ghyay and if _your carburetion systen ts only 20% etticient,
a 50 to 80% efflciency_ryogld increase rnlleage drastlcal-ly.-ff you are get-
1ng. 18 yPe ngw and could tncrease effi.cl-ency to 80% your-rnileale would-be
b e t t e r t h a n 7O n i l e s p e r g a Il o n ..r

The carburetor as we know it is about the same as it was n years ago

and the modern carburetor is even less efflcient than those of 30 years
ago when gasoline was cheap. The fuel injection systens of today are not
nuch better than a standard carburetor when it come6 to efficiency. To sum
it all rpr of every 20 gallons of gasoline you put in your tank - only J
gallons or so url11 be used by your engine. fhe balance will build up in
thg engine as carbon and w:i1l be coll-ected ae unburned hydrocarbons by the
catalytic converter or come out your tail pipe as pollutlon...

I once drove a 1956 pontiac with V-B and autonatj-c transmission that
got about 13 mpg on the highway. f was a hot rodder ln those days and I
wanted as rrruch pourer as I could possibly - get so f set out to get the car
to go a little laster. f had just come 6ut of the Air ForcJwhere f was
an engine mechani-c so J used one trick that airplanes use to get more pow-
er for take offs. f leaned the carburetor out as much t*s posslble and put
in water injection to help keep it cooI. The leaning process di-d gi-ve ne
more powerr but due tc the 1iquid fuel r,v:lthln the conbustlon chamber the
heat build up wa6 intolerable until the water: injection was i-nstalled. At
the same time f was increasing ponrer urtth thj-s methoO - I found out that
f was also increaslng efflciency and ended up getting better than 2l mpg
o n t h e h i g h w ay...

Ever since then f have been lltgrested in high mileage systems and an at
present working on a simple modification that 6ould befter- than doubl-e the
nileage on any car that uses g.asoline and a stanaara carburetor. As a
resul-t of ray research f have put together the foLlowlng lnfornaiiott for
you to use as_you see fit in your ovn srdearzorto obtali uettertmileage in
yor{ automobile. However the printed materiaL here has been copyrigtrEea
and may not be reproduced for resale. Dealershlps for this UooL-ar6 avail-
able though; conte.ct the deaLer where you bought thi; morr i;"--*or; i"to-
or contact me directly if he cannot help you.

? , I _tltlv hope the information given here will be of'some help to you &
r- hope to see many autonobilee running around getting 50 mpg or bett6r in
t he. n e x t _ f e w ye a r6 . Ma yb e w e can.get our econoily to Etir t' cta"Si"g for the
bet t e r i f w e d o so n e th i n g a b o u t iI...... !....
 pa8e 4

Decenber 28r 197t Patent #

Inventor: JOSEPHH BAIDWIN 3 r 6 f r , 6 98

BurEn p.y {ntve

--ii,rru*e
Gannor)

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Ftoer FEranYArn
AA'D lller YAtv€
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Fl6. 2 Ft6. t
fo e t/te'u'l 'TbP t/re at,
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( r^it/va"uun cunnaea)
 page 5
l:e 3aldwln carburetor shown here is of a type that uses a vacuum which
:
-- G6"u!'.,. uJ the engine to l-ower the pressure on the surface of the fue]-
l^-.
-: -F-A+-J
-

a:l :;;s boiling the fuel to produce a vapor. ft elimj-nates the standard
r ^€ : ; * : " t y p e c a rb u re to r w j -th j e ts entir elyr and r eplaces j- t with a seal ed
llr3gla- containi-ng a float t1th a standard needle & seat - a deli-very tube
ar: a renturi type air inl-et and mixture control.
Ir the Baldwin system, alr is cut off by the rotary air inlet valve to
ir : iu c e a c h o k i ng e ffe ct o n th e engine fol star ting. Thi_s pr oduces a v er y
::gi: vacuum and therefor boils enough fuel to get the engine started from
::a rrapors produced along with the air already in the iniake mani-fo1d.
i j:a r starting, th e a i -r va l ve i s opened enough to continue oper ation of
::- : e rg l n e a n d fro m th e n o n a cts as the thr ottle valve to contr ol the ai r
:::e ring t h e e ng i -n e . B e ca u se o f the vacuum cr eated by the engine, the fuel
'm::ri-n the sealed chamber boil-s and produces a fuel vapor
- thi-s fuel
;'a:!r 1s then sucked along the delivery tube to the venturi type mixture
__r. r, n. j
-
_ _ _ - v f v!a

Iiithin the venturi type mi-xture control is a butterfly valve to control

: : . e f lo w o f t h e se va p o rs a n d th i s butter fly valve m ust be connected w i th
*irj<age to the rotary inlet valve so as to be able to control- the Air
:-ilel mj-xture. The rotary"i" ai.r lnlet valve can be -of any type that w:tU- do
::- e jo b a n d c a n b e co n n e cte d to the acceler ator pedal for thr ottle contr ol ,
The inventor says that heat may be applied to the seafed chamber for
:e t t er e f f i - c i e n cy (i n e ffe ct, n o t r equir ing so m uch vacuun to boil the gas
mitiiin it). No fuel pump is required wlth thls system as the vacuun withi.n
::e sealed chamber will continue to suck in fuel from the tank as requj-red,

The rotary a-ir valve is the controlling factor in this systen producing
::re vacuum required by allowing less air i.nto the engine. It nay be very
lrff,icultto get this system to allow an englne to turn a hi-gh rpm and r,lay
r:cduce a loss of power for the lack. of ai-r. However the system will work
a:a could be experimented with to get the siz#;'o'f the valve and venturi to
l::e point required for high rpr. The inventor makes no speci.fj-c clalms as
-;3 nlleage, effi-ciency or pollutlon produced by hl's carburetor.
 page 5

Aprl.l, 4' 197" Patent #

fnventor: OLfVffi M TUCKER 3 16531643

Secelonnf A l{' Flur€R

s"{i;ii'>_

Ft're
flrrarn,A rr

Le.vel

BrrrteRFt-/
Veute

EN A INE

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 page 7

The Tucker carburetor shown here j-s basicall-y a system of fuel and air
lilters working together to create a vaporous nixture sufficient to burn
ln:i,hin the cylinders of an internal cornbustion engine.

Because the bottom of thls cafburetor i-s fj-lled entirely with the main
napori-zing filtere a float chamber must be mounted seperately
-of and at such
a position as to frai-ntain a fuel level below the top the filter. Main
aj-i entry into the carburetor J.s through an ordinar! type aj-r filter, and
;lie air then passes downward into and thru. the maj-n vaporlzing filter and
tce liquid tuel where upon it bubbles upward lnto a mixing chamber. The
a-ir passing thru this liquid fuel and filter creates bubbles whi-ch are bro'
..en up by the part of the filter above the liquid level thereby vaporizing
:n e f u e l .

An auxj-liary alr inlet is provided :along with its own air filter and a
eutterfly valve to act as a mixture control, thi.s allows extra air to ent-
er the mixing chamber to keep the original mixtrlre from being too rich. As
:his auxiliary a:ir enters the mixing chamber it is swirled away from the
center by a turbulator to help in the mi-xing process anti to keep it from
--raveling straight do'wn into the engine and creat-lng too lean a mixture.
lhis auxiliary a'lr must be controlled by linkag.e to the the accelerator
redal along with the main butterfly valve control ,

A simple system that works well when fitted to stati-onary er:si-nes where
r.he engine rpm i.s constant. Mixture control by h-nkage can be tri-cky when
engine rpm is constantly changed up and downo Mixture control can be your
biggest problem when building any hi.gh mileage carburetor.

This carburetor is of the basic form or type written about ln an article

from a 1974 i.ssue of Mechanlx fl-lustrated where a man by the narne of LaPan
cl-aimed to get 6O to 100 mpg. The article luas more about humidifier type
carburetors though, where the ma-i-nvaporizing fi-lter rotates through the _
liquld fuel ald air is drawn through a pa-rt of the filter that is not under
'the liquid.

l,lr Tucker makes no: s:peci.fic claims to efficiency, but does clairn thi-s
carburetor will del-iver a completely vaporized or dry gas to the engine
rhich is raixed $rtth sufficient air to conplete the burni-ng process within
:h e c y l i n d e r s . ':
 page B

Febuary 24, 1970 Patent #

fnventor: I0RRESTE GERRARD 3r 4 95t919

llbxnne
lt1tp AtR lnlcf
CoWwr VeWe' _
*e n
//der Exqn'{
-\ rqlmuu
l*r#s*r€d r{<rqn
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Eor-?I t
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s BumertY
rleu/e

Ftoarcanis"R Eil< r*e

rlet4t' Heer €*cnettdeu

+ /or6xnAutT

frn- PrPe
 page 9

lhe basics of the Gemard carburetor shown here are sirupl-e, but can be
e. :i: conplieated to buil-d. It works on the basis of a slmple heat exchang'
;l :: vaporize the fuel-.

-iis carburetor uses two impellers driven by electric motors to suck alr
:5:rrgh a venturi type fuel noZzter and then s6nd this atomized fuel & alr
-*:.:;Ce through a heat exchanger to fu11y vaporize the fuel. This vapor-
- -ea mlxture [hen rema-Lns inside the heat exchanger til such tirne as needed
:[ -uh€ engi-ne. A sli-ght pressure is maintained withln the heat exchanger by
::3 im n e l l e r s .

As the engine requires fuele a valve controlled by li-nkage to the butter

:-;,'va1ve is-opened and allows the vapor to mix with incoming air to the
*:-ij-ne. Thi-s vllve for mixture controlr &s wi-th most other systems of this
:t'!e, can be tricky to get into co-ordination with throttl-e opening. Tlis
:a:buretor is a simple version of the Pogue carburetor shown later on in
: r-j s book, and coul-d be hi-ghly dangerous due to the ai-r entering the heat
*:rchanger along wi.th the fuel. The wi-se bullder would be wj.se to have one
-: :lore heat ccntrol- valves afflxed to keep temperatures from rising to a
::irt where the fuel wi-ll explode. AJso this air/fuel nixture w:Lthi.n the
::at exchanger should be kept very richr so rich in fact, that an explosi.on
llrr::1C normally be impossible.

l;o specific cl-alms are made by the inventor other than conplete burning
:i t he l u e l a n d a re d u cti -o n o f pollutants being r eleased to the atmos pher e,
 page 10

Decenber 261 1956 Patent #

fnventor: HAROLDSCHWARTZ 3 r294 1381

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 page 1 1

lhe Schwartz carburetor shovnr.here is somewhat different than most heat

::l:cl-ianger type carburetors i-n that it all-ows hot exhaust gases directly in
:: ; h e e x c h a n g e r.

-he top view shows the air inlet suruounded by a vaporizing chanber in
ruri-'chyou will find a a fuel inlet and a fuel return liner and surrounding
::-a vaporlzing charnber is the .hot exhaust inlet. The sj-de view shows the
: : e i i n l - e t t o a sp ra y n o zzL e w hich is ver y close to the exhaust outl et i - nto
: : e ch a m b e r . Li -q u i d fu e l th a t h as not been vapor ized by the spr ay n oz z T e &
:j: e h o t e x h a u st w i l l d ro p i n to the bottom, and after r eaching a pr edeter -
:-'n e d l e v e l - w il l b e su cke d o ff by the r etur n li- ne.

I . o t s h o w n in th e se d ra w i -n g s, ar e a ser ies of baffles just above the fuel

- e -re l i n t h e b o tto m o f th e ch a mber . These baffle catch.any fuel that i s not
i:il-y vaporized as the fuel exhaust mixture passes through them before gett'
::,g to the air inlet. Vapori-zed fuel passes through the vapor nozzl9 to be
:" r{ed with the ai-r for the burning processo

Th i s c a r b u r e to r sh o u l d b e consider ably safer than m ost, because no'ai - r

- s all-owed i-nto the heat exchanger. Thls carburetor should, work well with
a::r engi-ne that contlnually changes throttle settings due to mixture -being
'ut om a t i c . T h e mo re th e tro ttl e is opened, the mor e exhaust thus m or e of
:5-e fuel being vaporized upon demand. No mechanical mlxture control- should
: e re q u i r e d .

lhe inventor makes no specifi-c clalms as to mi-leage increase, but does

:-aim the carburetor to be al-most 1OO%efficient and thus producing virtu-
'- f y n o p o l l u t io n s.
 page 12

May 2, 1961 Patent #

rnventOr: ROBERTS SHELTON 2t9 B2t52B

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 page 13
The Shelton carburetor uses both heat and vacuum to create a vapor from
tn9 gasoline. This carburetor consists of a large chamber in which a resi-
rlir of fuel is maintained. Shelton used an elctric float type switch that
nould s h u t o f f th e e l e ctri c fu el pum p when the desir ed fuel 1evel has been
:eached and to turn the pump o! again when the level falls. Howeverr arly
: ] -pe o f f l o a t :trra n g e me n t w o u l d suffice.

At th e bo + o f th e ch a mb er is an electr ic heating elem ent contr ol l ed

: y a the r m o ,q I lhu liquid fuel and turned on and off by the ignltion
s w l t c h. She I a.ims the heating element shourd be maintalned at a temp-
: r a t u re of l .re s fa re n h e i ght. This temper atur e should a
: c n s j .d e r a b i- < of fuel which then must pass upward through "vr po*r C"
a se,ries
: f b affle s \r ,:: : ]_ coll-ect any liquid droplets and allow them to d.rip
. , a c k i nto tl i " l -: o f th e ch amber .

A t t h e t o p o f i ..n ee va p o ri -za tion chamber the fr esh air is allowed to ent-

: F j-h a m i v - i n c ch a ru b e r vi a a typ e of ventur i. Thi.s ventur
$r 4r !4r r b
i is the mi x tur e
^ n r f n n- I'1 i- m
J v !! vL v ! a4r r 5
+actor
tr | fcr this carb u re t o r - as the t h ro t t . le c o n t ro lle d butten
f ly va l v e i s op e n e d , a va cu u m i s cr eated ar ound this ventur i suckin g the
f uel v a p o r s i - n to th e mi xi n g ch amber .

B e l - o w t h e c h a mb e r i g - p ri mer or acceler ator pump being connected by

: : e c h a n i c a l l j . n ka g e to th e" th ro ttle valve. Pur nping the acceler ator pedai a
f ew ti r n e s p r i me s th e e n g l n e fo l star ting, after star ting the enginb thi s
lunp a c t s t h e sa n e a s th e a cce ler ator punp on the standar d jetted v entur i
c a rb u r e t o r y o u n o w h a ve .

Th e i n v e n t o r cl a l ms th a t u p to eight tim es the m lleage of the standar d

c a rb u r e t o r c a n b e o b ta i n e d fro m his m odel. lio other claim s ar e mad e.

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