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McBurney Cracks the Code for Super-Carburetors
Inventor J. Bruce McBurney says the key to super
carburetors is the catalytic cracking of the larger gasoline molecules into
the dynamic combusting single-carbon molecules of methane and methanol, in the
presence of heat, a catalyst, and water vapor.
by Sterling
D. Allan
Greater Things News Service -- Special Report
Nov. 14, 2003
ONTARIO, CANADA
Everyone has heard of super efficient carburetors being
invented and then suppressed. Few understand the underlying technology as well
as J. Bruce McBurney does.
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Bruce McBurney
Describes
Gasoline 'Cracking'
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"Today's engines should run 4-5 times more efficiently than they do --
with virtually no pollution to the environment," says McBurney.
He says the key to gasoline efficiency is found in 'cracking' the fuel from the
large-molecule octane into small molecule methanol and natural gas. This
yields far more 'dynamic' explosions than 'heat' energy in the piston.
"Most people who tinker with increasing the efficiency of carburetor
systems think that it is the vaporizing of the fuel that is the primary cause of
the increased efficiency." Actually, following a basic law of physics, the
vapor is quickly turned back to liquid by its compression in the piston.
"The methanol and natural gas that are created while the fuel is vaporized
are what result in the increased efficiency."
According to McBurney, the process is really quite simple. You vaporize the fuel
through any of a number of methods, then in the presence of heat generated from
the exhaust, and added water vapor, run the fuel-water mixture across a
catalyzing agent, and a vast portion of the fuel molecules will break down into
methanol and natural gas. The heat and catalyst and water drive the reaction.
Gallon for gallon, natural gas and methanol burn approximately as efficiently as
gasoline. The efficiency of McBurney's system comes because by using this
process of 'cracking' the fuel, one gallon of gas with two gallons of water will
produce four to five Gallons of natural gas and methanol. These
smaller molecules occupy a greater amount of space.
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1
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4
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| The gasoline
from the fuel enters at ambient temperature liquid |
As its
temperature is raised, it begins to vapourize |
At 450°,
it's completely vapourized and ready for cracking. It has little
or no air to burn
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Steam is
added. The catalyst "cracks" (converts) the vapour into
methanol and natural gas |
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"The chemistry is straightforward, and proven," says McBurney. He
verified this process at Brock University in Ontario using UV spectrum analysis
and gas chromatography.
The boiling point of gasoline is in the range of 130 to 430 degrees
Fahrenheit. In any given gasoline solution some molecules will boil at a lower
temperature, while others boil at a higher temperature. It is a function of the
chemical chain, whether it is a C-6 or up to a C-12, and each of these has a 3-D
pattern that effects its boiling point, so there is an infinite variety of
temperatures involved within that range.
McBurney then points out that by converting all these larger molecules of an
infinite number of boiling points into mostly single-carbon molecules --
methanol and methane -- the boiling points are greatly lowered, and they come
within the same temperature range, so their ignition in the piston is virtually
instantaneous, giving a much greater percussion. Both the lowering of the
boiling point and the synchronizing of the boiling point are what give these
systems their drastically increased efficiency. It's like soldiers
marching lock-step across a bridge and bringing it down.
He claims the oil industry has known of this phenomenon for decades, and has
purposely thwarted this effect by its additives, especially lead, which have the
effect of inhibiting this catalytic cracking process. Even "unleaded"
gas includes a form of lead, according to the MSDA spec sheets that the fuel
companies are required to produce.
"I don't think it is mere coincidence that the oil companies began
adding lead to their gas in the 1930's after the emergence of the Pogue
carburetor." Lead inhibits the catalytic property of the Pogue,
rendering it nearly useless after just a short while of running.
Another additive that inhibits the catalytic cracking is an "anti pyrosis
agent" that is purported to "block the natural decomposition of
organic matter, so the fuel stays fresh in fuel tanks."
McBurney points out that gasoline is "organic matter," and claims that
the catalytic cracking process is what the oil companies are primarily aiming to
inhibit.
"Many who experiment with fuel vaporizing methods are puzzled as to why
their system works well at first, but then diminishes in performance.
Whatever metal is serving as the catalyst to crack to fuel is becoming caked
with the additives."
McBurney proposes three different methods to overcome the additive
obstacle. Gasoline obtained from the well head, straight from the
refiners, before the additives are introduced, is an obvious but not readily
available solution. Another alternative is to run the fuel through an activated
coconut charcoal that removes the additives before vaporization. The third
alternative is to increase the catalyst area a thousand times that of the Pogue,
by using a bed of metal filings.
McBurney cites several substances that function as a catalyzing agent for
cracking, including nickel, platinum, steel, aircraft aluminum. He used metal
shavings because of the increased surface area.
After having a patent ready to file in Canada, McBurney was impeded by a change
of filing protocol midstream, leading to a violation that would have been
irrelevant under the previous rules. Lacking the funds to take the case to
the Canadian Supreme Court, he chose instead to publish his design openly.
His booklet, The Secret Super High
Mileage Report, includes the patent, with drawings and explanation. He
has money-back guarantee if the reader is not convinced, and has sold 1600 books
with only two refunds thus far. The text is available for free on his
website HIMACResearch.com
Figures
1 and 2 from intended patent
The problem with his design is that it is expensive and complex
to build. It is not something someone could simply pull together in their back
yard using off-the-shelf components and fit under the hood. Only mass
production would render it cost effective. Better yet, the most obvious
place for its integration would be into the overall design of the engine by the
automobile manufacturers.
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For Now . . .
Meanwhile, the most cost-effective and easy to install system McBurney
recommends is the "Condensator," which retails at around
$100.00. "It increases gas mileage a little, but cuts down on
pollution a lot." "The older the car, the better the gas mileage
improvement will be," he says. "It just hooks up in series with
the hose coming from the PVC valve under the carburetor."
He recommends to be sure to empty out the canister when it reaches half
full, and clean out the catalyst unit with every oil change.
For those who are only slightly mechanically inclined, he recommends the
Hydrogen Boost system, and provides a manual for sale on his site that has
full instructions on how to build one. It does not require welding
or machine work, but just simple electrical and plumbing hook-up. It
is an electrolysis unit that hooks up to the car battery. The
package also includes basic plans for a home made version of the
condensator.
For those who are much more mechanically inclined, he recommends the
latest HIMAC publication on a CD: The APOD Fuel System, by Anthony
P. O' Donnel from Australia. It comes with interactive Auto CAD 2000
drawings and complete collection of notes, testimonials, pictures, and
text to help you build your own system to triple your gas mileage.
More CDs are also in the works. |
Like the light bulb manufacturers who purposely design a limited lifetime for
their product so they can get the return business of a replacement, "the
automobile manufacturers have a vested interest in inefficient carburetors, both
in terms of service calls from engine wear, and in replacements," not to
mention whatever collusion they have behind closed doors with the oil companies.
Efficiency means cooler running, and cooler running means longer life and less
maintenance.
Until such technology is finally adopted by the automobile manufacturers,
"the biggest factor that would open up this technology would be to make
non-additive gasoline readily available," says McBurney. Either of
those eventualities are dependent on enough people putting pressure on the oil
industry and automobile industry.
In 1987 McBurney converted a '76 Dodge minivan to his design, and it got 70 mpg
"when it was working well." He said the carburetor system will have to
be computer controlled to handle the intricate system. "It's like an
onboard oil refinery."
In similar designs, the radiator never gets hotter than lukewarm, because the
fuel was being burned so efficiently. McBurney's design calls for a
computer to be programmed to jettison a stream of normal fuel for initial warm
up and for high acceleration so that the car will have adequate power, but that
otherwise the fuel will run through the catalytic cracking unit.
Considering the wide range of boiling points of gasoline, McBurney explains why
some high-efficiency carburetor claims can be misleading. "The acidic
additives are catalyzing the release of a certain range of molecules in the
gasoline mixture, giving an initial positive result, but then the remaining
molecules are yet in solution, and the complete burn of the entire gasoline
solution may not be that much more efficient." A test to ferret out this
effect would be use up the whole tank of gas (however full it is) and then check
the mileage.
McBurney also states that one of the factors that most carburetor efficiency
enthusiasts do not realize is the importance of water in the equation.
"That is why these vaporizer systems run more efficiently in humid
conditions," he said. McBurney sets forth the chemical equation of the
reaction, and shows that there are two water molecules called for every one
molecule of gasoline, to yield C1H4 (methane/natural gas) and C1OH3 (methanol).
A contention that McBurney hears frequently when he states that methanol and
natural gas are produced in the cracking of the gasoline, is that natural gas
cars don't have any power. His response is that the vehicles on the market lack
an accelerator (pump)/circuit. The National Hot Rodder's Association have race
cars that use natural gas with an accelerator pump, and they get plenty of horse
power.
One has to wonder why such a solution would not be implemented immediately into
the mainstream market, if was so simple.
"It's not chemistry, it's politics," is what E.A. Cherniak, late Head
of the Chemistry Department at Brock University in Ontario of told McBurney
after receiving a phone call that turned him pale and scared him away from
helping McBurney in 1987. Two years later he agreed to at least pen some kind of
statement
of endorsement, "but it is nothing compared to what he knew" laments
McBurney. Professor Cherniak only went so far as to say, "The concepts of
Mr. McBurney are scientifically and technologically sound."
Once at an automobile show, where McBurney was passing out business cards with a
little blurb about the carburetor system, he ran into a fellow who said,
"You only get 100 mpg? I get 140." They spoke at length, and when
McBurney asked him why he doesn't try to do something with his technology, the
man responded, looking down at his five-year-old son, that he does not want to
go to jail.
McBurney tells a story of another man he met named Stanley Meyers, who said he
could run a car on water, and finally got a grant for 50 million dollars to
develop it, held a celebration with his colleagues at a restaurant, stood up and
said, "I've been poisoned," then went out to the parking lot and
keeled over dead. Meanwhile, a van had pulled up to his shop, and men wearing
black carted off with his stuff. Later, someone sent McBurney a copy of all of
Meyers' notes. "I didn't understand them, but I made copies of them and
gave them to a lot of people. They're posted on Keeley.Net."
Threats and opposition do not stop McBurney. He has lost his wife over this, and
his family has been broken up. Yet he continues to hope that some day something
will happen to finally allow this technology to break into the mainstream.
Stories like this sound like so much science fiction, yet in the many time he
has presented this information to an audience of at least 50, McBurney has
inevitably found another person who knows someone personally who has had a
super-oppression experience of some kind or another when they had developed a
super efficient technology.
McBurney has tried to get on Art Bell's Coast to Coast program, but was declined
by the manager who said, "Everyone knows that high efficiency carburetors
are suppressed; that is not news." Yet the show regularly airs other topics
that are suppressed such as UFOs, alternative healing modalities, and
supernatural phenomenon. Art Bell himself responded by saying that he was not
convinced there was anything to the claim, and until he rode 200 miles he would
not do a show on it. Yet he regularly airs claims about other subjects of which
he has no direct experience. "Perhaps I just need to find the right
connection," McBurney says.
He is not lacking in his ability to express himself clearly and
convincingly. "I can explain it so your mother-in-law and understand
it." His presence on the phone was amiable and patient.
He also has approached Green Peace and other environmentalist groups, because of
the great boon this technology would be to the environment. He offered to turn
all the rights to the technology over to them so that their bylaws would not
have conflict in endorsing a particular company. They likewise turned him down,
saying, "We get one call a week from someone claiming they have a
super-efficient carburetor," as if that was evidence that none exist.
"Not only are automobiles polluting the environment, but they are gobbling
up all the oxygen on the planet," says McBurney, citing the volume of
oxygen consumed by an automobile while running. Scientists have documented a
distinct drop in the amount of oxygen in the air we breath over the past
decades. A lack of oxygen has also been shown to be directly responsible for the
increase in the incidence of cancer. That motivates McBurney perhaps more than
the pollution to the environment and the consumption of non-renewable fuels.
Cancer is now killing nearly one of every two people.
"I'll talk to anyone who will listen," McBurney says, whether or not
they're a journalist, whether or not they're going to go build something.
"I just want this technology to get out there."
He describes a metaphor. "It's like you're walking along the street and you
see men raping a young girl. Do you walk on and not get involved, or do you try
to do something about it? The young girl is the environment, and the men raping
her are the oil interests."
"I'm doing this for my children and for the future of this planet," he
says. "I don't care if I don't get a penny from it. I'll give it away. I
just want to see this technology put into use."
His booklets and other information might not have the professional looking
polish that is found in mainstream technologies, but it is a catalyst that can
make all the difference -- if we can get the lead out.
p.s. Pass it on!!
That our children and grandchildren might walk lightly
upon the earth.
Related Links
- Francoeur
Installs Fuel Vaporizer on GMC CrewCab - System uses
200-degree engine coolant to vaporize the lighter chemicals out of the
gasoline into an isolated chamber system. Inventor is working on
a way to crack the heavier part of the gasoline.
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Products
- HIMACResearch
> Products - including the Diesel Condensator that solves a major
engine blow-by problem by trapping unrefined oil in a container.
See also
Contact
Bruce McBurney:
HIMAC Research
- 6665 McLeod Road
Niagara Falls Ont. L2G 3G3
Page created by Sterling
D. Allan, November 14, 2003
Last updated November 28, 2006
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