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A simple external method to significantly increase the efficiency of automobile carburetors

George Wiseman

Energy Solutions

since 1984

Patent-free Technology Brown's Gas Fuel Savers Free Energy

5 things to know about this eBook 1. This eBook is best read using Adobe Acrobat Reader 2. This eBook is a direct electronic representation of the physical book, therefore, it is not optimized for viewing on a computer screen. Youll need to scroll up and down to read the columns. We kept it this way to allow reference, to exact locations in all versions, when answering questions or addressing corrections. 3. The eBook page numbers may not match the PDF le page numbers. In print books, there are commonly a number of pages, at the front and back, that are not numbered or use Roman numerals. PDF les typically start by numbering the front cover page 1. All our references to pages in this eBook will assume the print page numbering. 4. This eBook has full page links over most of its pages. Clicking on a page will connect you to the Eagle-Research website (usually the Resources Section). Scroll using the sidebar. 5. This eBook was State of Art when it was initially published. Today it is still excellent basic information. However, as always, our technologies improve, and information becomes obsolete, faster than we can print, publish and circulate updates. Our solution - Eagle-Research Online Resource sections that contain: Parts and services supplier information; application comments; options; updates; upgrades; support links; support documents; FAQ entries; wiki entries; blog entries; forum discussions; test results;, product installers; product manufacturers; post-publication technical corrections. Since 1984 Eagle-Research has been committed to gathering energy information from diverse sources, experimenting with it , merging possibilities into actuals and distributing solutions that empower the individual. The Eagle-Research Online Resources will help you start your project with the latest information ... then continue to upgrade your projects when new information becomes available.


Energy Solutions

since 1984

Patent-free Technology Brown's Gas Fuel Savers Free Energy

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Eagle-Research is an organization that develops and distributes practical energy solutions. We define practical as simple, inexpensive, environmentally-considerate, easy to build, low maintenance and, applicable to small scale energy needs. We gather information from diverse sources, perform comprehensive experiments using rigorous standards, then publish how-to books to share the results with other researchers and the general public. We believe that writing books insures that these technologies will be secured public knowledge, and that our patent-free philosophy promotes increasingly better energy solutions. Eagle-Research does not accept government grants. The money from the sale of our books and devices is used to finance on-going research.

This book is sold for research and/or experimental purposes only. Therefore the results, which will vary according to the users knowledge, expertiseand application should be considered strictly experimental. George Wiseman, his associates and/or distributors, assume no responsibility for damage or injury due to the readers use or misuse of information or instructions presented herein. Although care is taken to present accurate information: If we knew what would happen, it wouldnt be an experiment. Therefore, the author will not retroactively inform or reimburse buyers if (when) there are corrections or updates to this book. Contact Eagle-Research for the latest developments. If the conditions outlined in the proceeding paragraphs are not acceptable, the buyer will return the book immediately to the seller, for a full refund.

Eagle-Research is a research and development organization dedicated to finding the best possible energy solutions. Because the nature of research and development is an evolving process, we are continually improving on the technologies we are working with. Though were proud of our commitment to constant and never-ending improvement, we do recognize there is an unfortunate side-effect: Our best today will pale in comparison to our best tomorrow. At any given date, the Eagle-Research discoveries, which are distributed in the form of web information; books; videos or devices, are at varying stages of development. Therefore, by the time our most up-to-date best can be compiled, organized, produced & distributed, weve already improved upon the information. Were working as fast as we can.


I differ from most inventors in many ways. For one, I actually make my living and finance continued research by inventing. Two, I dont hold-back secrets of my innovations. Three, I do not patent my work. It is distributed worldwide as public knowledge, so no one else can patent it either. Actually, the patent office is very inefficient and people have gotten patents on my technology... usually to fraud investors. However, the patent is worthless. Patent law states public domain information is not patentable.


As more work and research gets done, we will write further books in each of our lines of research. By writing a series of books in this manner, we can keep you updated on the latest information on energy saving research. Selling information is how we make money to continue our research. Therefore, you will not do yourself or your friends a favour if you copy this book to distribute to your friends. In doing so, you deprive us of funds to advance the research that will help us all.


1. Concept: I think I have an idea! 2. Research Assistant: compiled research to develop a working theory 3. Theory: explore research to develop proof of concept experiments 4. Proof of Concept: hands-on; try methods to make design of prototype possible 5. Initial Prototype Design: to begin experimental prototype 6. Practical spinoff: useful technology developed that is not the main line of research 7. Experimental Prototype: working experiments; proof of technology 8. How-To manual: comprehensive instructions 9. Kit: assembly of parts 10. Device: including operation manual

For order inquiries, technical assistance, or contact information, go to:


Copyright George Wiseman 1990-2009

Third Edit ion Carburetor Enhan cer Manual

Table of Contents 1-History of Carburetor Enhancer . . . . . . . . . 2-HOW TO ASSEMBLE BASIC VERSION (STEP BY STEP) . 3-Balancing your Carburetor Enhancer . . . . . . . . 4-Conventional ways to save gas . . . . . . . . . 5-Figuring your fuel mileage . . . . . . . . . . . 6-How standard carburetors work . . . . . . . . . 7-How Carburetor Enhancer works . . . . . . . . 8-How to expand capabilities . . . . . . . . . . 9-How to assemble manual controlled additional vacuum. 10-How to assemble automatic vacuum version . . . . 11-How to assemble automatic electric version . . . . 12-Getting parts for your Carburetor Enhancer . . . . 13-Some hints on general carburetor rebuilding . . . . 14-Tips for modifying your carburetor . . . . . . . . 15-Check your vent valve . . . . . . . . . . . . 16- Carburetor drawings . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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I have done my best to provide you with information that will give you the most results for the least cost. If applied, the information in this manual will save you hundreds of dollars. It tells you how to do effective $50-$1,000 modifications for between $3 and $50. Then you will continue to save fuel while retaining full power. Instructions to install your Basic Carburetor Enhancer are included in Chapter 2. Instructions on adjusting it are in Chapter 3. Chapters 8 through 11 detail procedures to maximize benefits. Chapters 13 and 14 will help you if your carburetor is faulty. All other information in this manual is support information and items of interest. With this manual, you will save gasoline three ways; (1) by ensuring the mechanical fitness of your vehicle.

(2) by observing conditions that affect mileage. (3) by installing various economizers. A lot of people will double their gas mileage with this information. Comments of any kind are invited on any aspect of this manual. Don't hesitate to comment at length. The purpose of my manuals is to bring information in a useable form to the general public. Your comments will help improve this medium of information to the benefit of everyone. Actually, this idea isn't new, I can show you several cases that it has been used before. One example is a major car company that uses this idea on police versions of one of its carburetors. Specifically the Ford 7200 VV with feedback control. Remember this if someone tells you that the Carburetor Enhancer won't or can't work.

Here are some quotes for you inventors out there; "Inventing isn't finding the right answer. Inventing is finding the right question. Once you know enough to ask the exact question, the answer becomes self evident." By George Wiseman. "Ah," said Dirk, "it is a rare mind indeed that can render the hitherto nonexistent blindingly obvious. The cry 'I could have thought of that' is a very popular and misleading one, for the fact is that they didn't, and a very significant and revealing fact it is too." (From Dirk Gently's Holistic Detective Agency, P. 233, by Douglas Adams.) "If you don't know enough to build it simple, you don't understand it yet." By George Wiseman. "If the automobile had followed the same development as the computer, a RollsRoyce would today cost $100, get a

million miles per gallon, and explode once a year, killing everyone inside." by Robert X. Cringely/Infoworld. "Most people are more comfortable with old problems than with new solutions." Author Unknown Enhancer is to be considered experimental. Because of many variables, including but not limited to; vehicle and engine involved, your understanding of manual contents, quality of materials and workman-ship, over which we have no control, the following conditions of use and sale apply: 1. I, George Wiseman don't guarantee or otherwise represent the Carburetor Enhancer to produce any specific mileage gain or performance change. It has often doubled mileage and gets consistent high results when correctly applied. I just can't tell you, with all your unique variables, what your mileage will be. Independent dealers and/or distributors of the Carburetor Enhancer Method may at their option, make mileage claims based on their own or customer's tests, providing they have proof on file of such claims and permission from the tester to use his data. Dealer/Distributor assume full responsibility for claims, and for any Guarantee stated in connection with claims. The Carburetor Enhancer Method is simple and straightforward. It has been thought of before, but due to various reasons the information and application hasn't been available to the general public till now. 2. George Wiseman, his employees and distributors, assume no responsibility for damage or injury due to the reader's use or misuse of information or instructions presented in this manual. You proceed at your own risk, as with any experimental project. You can understand why I need this disclaimer. This method will not hurt your engine but if, for example, you drop something into your engine, how can I help that? the pre trip tuneup Bret picked up the vacuum hose that I had disconnected and looking around, saw a spare tube sticking out of the carburetor, so he plugged it in. He didn't know that it led directly to the top of the float chamber. This caused the vacuum that would normally have gone to the distributor to affect the absolute pressure in the float bowl, accidentally making the carburetor more efficient. On the way back we discovered that one of my saddle tanks had a fair sized hole in it. We had been draining as much gas onto the ground as we were using to drive. It was late afternoon and we had 400 miles to get to Prince George, BC where we knew there would be a twenty-four hour station open. We ran the leaking tank dry first and then switched to the full reserve tank. At Prince George we discovered that we had very little money. Just enough to fill the good tank. By this time it was late night. It was 186 miles to home and my truck with a 292 generally could do it with about 3/4 of the 12 gallon tank, I thought that we could make it. But my fuel gauge wasn't working so we decided to try to save as much fuel as possible with our driving. (because the possibility of being stranded in the back woods of BC didn't appeal to us) We accelerated only on downhill and cut our speed uphill. I had a vacuum gauge mounted in the dash and we strove to keep the intake vacuum as high as possible. We drove non stop, except to fix a flat tire. We made it home early in the morning and got some rest. We had averaged 40 mph. Later that morning I headed out to Burns Lake on some chore and stopped at Grassy Plains General Store (5 miles) to fuel up and took on only four gallons. We checked carefully because I couldn't believe the pump. My truck was full. During the subsequent search to find the reason why the truck had such a burst of high mileage with no apparent loss in power or performance, I set up a business called Eagle Research and for several years I have spent thousands of dollars and tested hundreds of fuel savers and carburetors. One of my successful lines of research involved a vapor carb that pressurized and heated the fuel in a primary heat exchanger, released it through a pressure regulator into a low pressure

If the herein stated conditions of use and sale are not acceptable or you are dissatisfied for any reason, return this manual and any applicable kits to the seller in good condition within 30 days following receipt, for refund. Evidence of copying manual contents invalidates all guarantees. George Wiseman has an international copyright on this manual. Reproduction in any way, of any part of this manual without George Wiseman's express written consent is prohibited. Remember folks, this is how I make my living and how I finance future research. How would you feel if someone started shorting your paycheck? Wouldn't you like to see the projects that we have on our drafting board now? I am sorry to say that previous manual buyers have copied my manuals for their friends. To date this has meant lost sales of over $200,000. Because of the hassle it takes to track these fellows down, I have had to come up with a method to prevent photo-copying. After viewing several, I finally decided to treat my manual pages with a special chemical that reacts to the bright light of photo-copiers. Unfortunately it will react to bright sunlight too, so please remember not to read your manual in bright sunlight. I have put the chemical a little way in from the edge of the page, so it will be all right to transport the manual in bright light as long as you keep it shut. It is my (George Wiseman) policy to help my customers (buyers of my manuals) as much as practical. This is one of the advantages to being an actual purchaser of my manual. Refer your question to the dealer or distributor that sold you this manual, they will answer the question themselves or refer it to me. Let it be understood that the assembly and installation of a Carburetor


I was helping my brother (Bret) go to a job interview in Tumbler Ridge, BC (about 1200 mile round trip) with my 3/4 ton 1973 GMC pickup with a 292 engine. Before we left, we tuned the truck. My engine had an intermittent miss that seemed to get better when I disconnected the ported vacuum hose from the distributor vacuum advance. During

secondary heat exchanger and then regulated the "dry" vapor into the engine, under a slight pressure, so that I could lock the throttle plates of the regular carb open and vary the engine speed by regulating the vapor fuel flow. This allowed the engine to have all the air it wanted. The result? A $15,000 carb that would run a 292 at 1200 RPM at four tablespoons to the hour of liquid gasoline from the gas tank! Why didn't I market it? Peek an eye again at the price, I needed parts that would stand gasoline at an operating temperature of 900 degrees F and 2500 psi. All components needed safety testing six times their operating specs. I built one as an experiment and it worked, but it is unmarketable. I finally decided to attempt to produce a saleable gas saver. My first positive step was to do a market survey. I found that there is a major demand for a device that meets these requirements (1) inexpensive, (2) easy to install, (3) requires no major modifications to engine or car, (4) fit any carburetor, (5) be capable of operating automatically, (6) capable of 100% or better fuel mileage gain, (7) retain full power and performance, (8) be compatible with anti-pollution devices, (9) void no warranties, (10) be compatible with other economizers, (11) simple in concept and design and (12) promote long engine life. The second positive step was to conclude that whatever I came up with, it would have to work with the regular fuel system intact and functional. The capability of working without the regular fuel system would be an asset. I tried many things and during my work on a low temperature vaporizer (my HyCO) I needed a way to reduce the amount of fuel that the regular fuel system used so that the HyCO would have room to work. I found that a partial vacuum in the float bowl of a regular carburetor did this quite nicely. Then I discovered that these enhanced carburetors were getting better mileage before I even hooked up the HyCO! This prompted an immediate sideline to the HyCO research. I found that by balancing the pressures in the carburetor, it made them suddenly more efficient. Which will be explained later. Then I remembered my trip to Tumbler Ridge several years back. In the afternoon of the day I got back, I was working on my engine's miss. The miss was caused by the coil ground wire shorting out on the vacuum advance mechanism inside the distributor. I corrected the short and reconnected the vacuum hose properly. Losing my high mileage. Just in case you don't BELIEVE it possible to squeak a few more miles out of your favorite transportation, raise your eyebrows over a recent edition of Guiness Book of World Records. The last time I looked, several people had gone over the 5500mpg mark (that's fifty-five hundred folks). There is no reason for you to accept low mileage just because it is handed to you. You hold in your hands the tool to start fighting back. In this book there are many suggestions, taking advantage of them will save you substantial money. And for some of you, here is an opportunity to make money. Because of the nature of this method, there is no device to patent. I use "off the shelf" parts, easily obtained anywhere. All I do is route a vacuum passage on the outside of the carb that should be on the inside. I have helped many people obtain higher mileage. I can help you. You may have heard of the accidental marketing of carburetors that get 50 to 70 mpg straight from the factory. Outwardly they look the same as a conventional carburetor. These supercarbs do exist, you can believe it or not. You might think of the Carburetor Enhancer method as a means of activating a dormant potential in your carburetor. This idea is not new, there are many ways of making carburetors more efficient. This method is one that you can add yourself. Why are the super-carbs not marketed? A lot of people believe that the car companies are the suppressors, and they have cause because I can show that the car companies have bought up and shelved many patents. But seriously, I think that if Ford came out with a 60 mpg full size car, who would buy GM at 20 mpg? It is to the car manufacturers advantage to market vehicles with better mileage. Other people say that the Oil companies suppress information, again with good reason, because they buy up patents and shelve them too. But a little digging will show you that only about 10% of the oil that comes out of the ground gets used in vehicles (look around you at all the paints, plastics, etc.). The oil supplies are limited and they will sell it all. If they feel they are not making enough money, they can just up the sale price a few pennies. So I fail to see why it would matter to an oil company if cars get 60 to 100 mpg. A little more digging comes up with some items that concern me. First, North America runs on rubber, any control of that movement controls the entire population, cost of fuel and how far you can go on it, is a way of control. Second, there is more than $160 billion dollars of oil sold in North America every year. Third, as much as 70 percent of every dollar you spend on gasoline goes to your Government in taxes. These items indicate that if the average mileage of vehicles raised only 10%, our Governments would lose billions of dollars. Governments have the power to control car and oil companies. Governments do use "front" companies to protect their interests without being directly involved. With national debts to fight and political programs to maintain, I think that our Governments have reason to suppress gas savers. I'm not saying that they do, it's just my opinion that they have motive. It may be that our governments are controlled by private interests but I don't even like to consider that. I have discovered that most of the "suppression" takes place at the Patent Office level. Anyone who has a serious gas saver wants to patent it (wouldn't you?). All you would have to do is monitor the Patent Office (there is a special program offered by the Patent Office that does just that) and you would know about anyone who had developed a gas saver. You would also know that he hadn't told anyone about his invention because that makes the idea "public domain" and invalidates the patent process. So it becomes easy to offer that person enough money and the patent is history. Would you sell your idea for 1.25 million? Most of those patents were sold for much less. I have copies of them in my files.

I discovered a unique way to make money with my gas savers. I sell the information in a useable form, this puts practical fuel saving in your hands right now. Whats more, when you have this information, you can enhance as many carburetors as you wish. If you want higher mileage, it looks like you'll have to do it yourself. I can show you that it's possible and how to go about it. The assembly is up to you. condition and not know it. I am an expert and could not tell. I would be remiss if I didn't recommend here that you also tuneup your engine and have your drive train checked out. I must tell you this because I truly want you to have your maximum gains. Chapter 4 is a checklist for that purpose. STEP 2 Test carburetor (recommended option) Use Colortune/s, to test the idle, intermediate, power and accelerator systems in your carburetor. Colortunes make the job quick, easy and accurate. The Colortune will show you the exact fuel ratio in your engine better than any $40,000 engine analyzer, but costs less than $50. Every person who does any work on gasoline engines should have a Colortune or two in their toolbox. Colortune is a clear sparkplug that allows you to see the color of the flame in your cylinder. A small change in the fuel mixture makes a large color difference. It makes testing the function of your carburetor and tuning your carburetor amazingly simple. It comes with a diagnostic color chart and full instructions. It has a full range of adapters to fit any sparkplug hole. It is available from White Eagle, Rt. 1, Box 279, East Bernstadt, KY, USA, 40729. Phone (606) 843-6126. Note; Here is a bit of information that will be helpful to Colortune users that is not included in their instructions. If you do not have a Colortune and don't intend to buy one, you should skip to step 3. (1)First be sure which side of the carb you are testing. There are a lot of intake manifold designs, but most two and four barrel carburetors are mounted on a dual plane intake manifold design. So each side (left and right) serves two cylinders on each side of the engine. I recommend testing both sides of the carb at the same time, this would mean buying two Colortunes. An example would be to insert Colortunes into two front cylinders on one side of the engine, then vary the idle mixture screws to determine which cylinder goes to which side of the carb, they don't tell you with the Colortune that intake manifold design varies. (2) The Colortune will show the people who operate on true vapor, (not possible with your conventional carburetor), that the burn time is much faster, you will see independent flashes of light, instead of the almost continuous light you will see with your conventional carburetor. Refer to chapter 16 to understand why a fast burn time is desirable. (3) Do not drive with the Colortunes in. I blew up a Colortune doing this, they are not designed to withstand operating temperatures and pressures. (4) I have found that you will gradually get a deposit on your window, I fill the inside of the Colortune with acid base carburetor (soaking type) cleaner and let it sit. Periodically spray the soak cleaner out with spray (base type) type cleaner, work it over with a plastic brush (included with your Colortune) and then refill with soak cleaner till your window is clean. Do not get soak cleaner on plastic parts. If this doesn't clean the window, carefully pour muratic acid (diluted sulfuric acid) onto the inside of the window, let sit for a few minutes and pour out, clean first with spray type carb cleaner and then proceed as before. Your Colortune will now be clean. Do not use the little plastic cleaning brush in the murrain acid, the acid will turn it to slime. (5) This chart will give Colortune users an indication of the temperature of the flames in their cylinders. Different temperatures show different colors. Colortune users will note that it is impossible to overheat the cylinders with the Carburetor Enhancer. Carburetor Enhancer does not "lean" the mixture, it cuts back on liquid gasoline while maintaining a proper light blue air/fuel mixture. COLOR/TEMP. Chart F Dazzling 3450 1900 White 2200 Light Blue 2100 Blue 2050 Green 2000 Light Yellow 1975 Yellow 1825 Orange 1725 Salmon 1650 Bright Red 1550 Cherry 1375


I have included this chapter now, for those people who know enough to install a Carburetor Enhancer with these instructions. If you need to understand the system better before you install, read Chapters 6, 7, and 16. STEP 1 Rebuild In order for the Carburetor Enhancer to help your mileage and power, your carburetor must first work correctly. It is my suggestion to try the Carburetor Enhancer first, before doing any work on your carburetor. There are some problems that the Carburetor Enhancer can help. If you are satisfied with your gains, leave it at that. I suggest this because I know a lot of you don't want to take the time to work on your carburetor and I wanted you to know that the Carburetor Enhancer will usually give some gain even on carbs that aren't functioning at their peak. If you are not satisfied with your gains, disassemble the Carburetor Enhancer and proceed through chapters 13, 14, and 15. Reassemble your Carburetor Enhancer. You will be pleased at the result. Then, if you wish, you can update your Carburetor Enhancer with advanced versions. Every carburetor that comes to me for Carburetor Enhancer installation gets fully tested. Most of them fail and have to be rebuilt. It is interesting that nearly all of these deficient carburetor's owners believed their carbs worked just fine. You can pour amazing amounts of gasoline into an engine without seriously affecting performance, if the gasoline stays liquid. For an experiment I poured gasoline into a 400 Chevy engine going at 50 MPH at the rate of one Imperial gallon per mile, the engine ran just fine. The point is, you can have a flooding

C 1200 1149 1121 1093 1080 995 940 900 845 745

(6) Be sure to gap your Colortune to the same gap as your sparkplug. Use a

vapor. Your present carburetor works on an evaporation principal, which means that oxygen rips molecules out of the surface of the liquid and combines with it to create a combustible vapor without heating the fuel to its boiling point. There is a great advantage here in simplicity and safety so this method has been used for better than a century. Now, because we are using evaporation and evaporation has a direct relationship to surface area, the greater we can make the surface area of the fuel, the more will evaporate. If we can reduce the size of the 400 micron droplets to 375 microns, we will increase the surface area of the fuel 20 per cent. Accelerator pump system; increases fuel flow during the first half of throttle movement, when sudden power is required. Choke system; increases fuel flow during cold start conditions. Some carburetors have economizer systems of various types. This is all you should have to know about how a carburetor works to hook up a Carburetor Enhancer. If you wish to know more, refer to your local library. There are many good books on the subject. I have told you here some of the factors that pertain to the installation of your Carburetor Enhancer that aren't usually mentioned in carburetor rebuild books. Acquire a couple of used carburetors and take them apart, tracing the systems. I find a spray can of carburetor cleaner or WD-40 with a small tube on it to be very helpful. I spray through the fuel passages to see where they go, WD-40 won't hurt your carbs. Dish soap and warm water can be used to clean your carburetors, rinse with hot water and air dry. air bleeds thus spitting out a finer spray into the air stream, increasing the surface area of the fuel, promoting additional evaporation, creating more vapor from less fuel. It allows more precise metering of the fuel because the carburetor can be BALANCED. Balancing refers to the way Carburetor Enhancer brings the float bowl/venturi/intake pressure differences under control. One of the ways that your carburetor promotes vaporization is through the foaming action of the air bleeds. This foam, when pushed into the airflow, tends to disperse the fuel into tiny particles that vaporize much more quickly than a spray of liquid fuel would. Carburetor Enhancer promotes the emulsion action by chopping the fuel into smaller segments. Think of it this way, you have a stream of fuel with your air bleed shooting into it, causing it to break up, if you reduce the stream of fuel but keep the air bleed velocity the same, you will cause the fuel to be broken up finer. You have a major advantage with this method over just reducing the size of your main jets, because it only cuts back fuel when you aren't using power, as soon as you need power, you got it. This method of cutting back on fuel is totally different than leaning with your idle mixture screws. I do not recommend leaning your air/vapor fuel ratio, I recommend cutting back on the liquid gasoline while maintaining your proper air/vapor fuel ratio. The next three paragraphs will partly explain. Gasoline goes into your cylinders as a mixture of vapor and liquid. Increasing the amount of gasoline vapor going into the cylinders would quickly flood the engine (cause it to die because of to much fuel). Actual air/fuel ratios are based on air/VAPOR fuel mixtures because it is the vapor that "floods" the engine. You can pump tremendous volumes of liquid gasoline through your engine and as long as it doesn't vaporize, it will not flood your engine. So when you promote fuel vaporization you must cut back on fuel volume or you will flood the engine. Carburetor Enhancer allows you to cut back on fuel while promoting vaporization and you can still maintain your present

-The air bleeds regulate the amount of liquid going into your engine. This is necessary because the "fluid dynamics" of liquid (fuel) and vaporous (air) "fluids" are different. The pressure in the air horn is dependent on the VOLUME of air flow, but a small change in air horn pressure creates a MAJOR change in fuel flow (note the "liquid gasoline head pressure" in the previous vacuum chart). Proper air bleeds control the fuel ratios over a wide range of engine operating conditions. -The froth has less density, so there is less lag time for the fuel inertia to catch up with changes in engine speed. -The air bleed allows some air to contact the fuel in the fuel passages, starting the evaporation process before the fuel even reaches the main air stream. There are four additional systems in your carburetor, their functions are unchanged by the Carburetor Enhancer. They are; Power system; increases fuel flow on demand during the latter half of the throttle movement, maintains additional fuel flow as needed.


In the simplest words, Carburetor Enhancer is a method that controls the absolute air pressure in the float bowl so that there is not such a great pressure difference between the float bowl and the venturi. This does several things. It allows you to control the fuel intake of your engine, without touching any other carburetor control. You can control your fuel flow at any time or way you choose without affecting any other controls on the engine (emissions, for example). By applying a vacuum in the float bowl, you can cut back the amount of fuel flowing into the engine by sucking on the other end of the "siphon tube" mentioned previously. The beauty of this system is that it enhances the emulsion (foaming-frothing) action of the

air/VAPOR fuel ratio. See "Getting the POWER out of gasoline", Chapter 16 to understand why this is an advantage. Leaning with your idle mixture screws does not promote vaporization so you lose your present air/VAPOR fuel ratio. Leaning your idle screws also does not help your intermediate and high speed fuel mileage problems. Carburetor Enhancer method allows the option for fuel flow to the engine to be totally cut off during deceleration. If you wish. One advantage is that those people that have a foaming/vapor lock problem in their float bowl, won't have it anymore. It allows FULL ORIGINAL CARBURETOR FUNCTION INSTANTLY, whenever you choose. Because when you "put your foot down" you open the throttle plate and allow air into the intake manifold, this raises the air pressure and you lose the vacuum that was making your Carburetor Enhancer operate. Thus when you use power, you have full original fuel flow. It prevents residual float bowl fuel leaks, such as through the accelerator pump system. Carburetor Enhancer is compatible with other economizers, because it actually controls fuel consumption, it allows you to convert "power gain" economizers (like Vitalizer or Tripolion) into "mileage gain". In fact, to take advantage of some of the fuel savers now developed at Eagle Research, (like the HyCO) you must be able to control the fuel ratio of your regular carburetor. Carburetor Enhancer will not cure any current engine problems. If you have any problems with the Carburetor Enhancer method, I want to know about them. As of this writing this method has been applied to thousands of vehicles, with universal good results. All problems that they had and the solutions are addressed in this second edition manual. Carburetor Enhancer will not cause preignition (firing before the spark plug fires) or detonation (firing after the spark plug fires). Most cars are overpowered. My wife likes that, if she wants to pass someone she wants to do it now, not whenever the car feels like it. (I have to admit, I like it too) But the truth is that it takes only a few horsepower to maintain highway speed. The rest of your hundreds of horsepower are mostly along for the ride and guzzle their share of fuel whether used or not. Carburetor Enhancer allows you to cut back on some of this fuel drain during low power demand while maintaining your highway speeds. It instantly allows FULL POWER ON DEMAND. Use of the Carburetor Enhancer methods will help your carburetor cut back on fuel when you aren't using power. Proper adjustment of your carburetor and engine will increase your power, I like power, and so my gas savers always retain it. Your float will act exactly the same as always. Its operation depends solely on the level of the fuel in the float bowl, the absolute pressure in the float bowl means nothing to it. The vacuum tap to the float bowl is not the same as a vacuum leak in the intake manifold. Vacuum leaks let air bypass the carburetor, ruining the air/fuel ratio. Your Carburetor Enhancer vacuum tap will be pulling some fuel vapors out of the float bowl, not enough to run your engine, but enough to prevent mixture problems. No air goes into the engine without being exposed to fuel. For those people that have had float bowl foaming and vapor lock problems in the past, this is good news because now that offending vapor is being drawn off and burned to your advantage. You have the option of increasing your efficiency even more by using the optional manual version, vacuum version, the electric version or any combination, depending on what parts you can get and what your assembly skills are. to watch gauges and punch buttons either. (She's seen some of the dash modifications that I've done with previous experiments). I developed automatic systems for the Carburetor Enhancer. She has had no complaints. This chapter explains why you might want to expand capabilities, generally how you might do it and couple of general ideas common to chapters 9, 10 & 11. You will want to install these systems to get even more mileage. The basic Carburetor Enhancer shows you that the gains are possible, these optional extended versions maximize the gains. Modern emissions control systems have opened the possibilities of easy conversion of certain parts to use with the Carburetor Enhancer method. I love this, we can turn the "antipollution" devices into economizers. Deceleration fuel shutoff. The main advantage is no fuel loss during deceleration, this alone can increase mileage by 25%. A lot of vehicles use more fuel on deceleration than they do to idle. This is because the higher intake manifold vacuum during deceleration sucks more fuel out of the idle circuit. The fact is, you don't need any fuel going into your engine during deceleration, your wheels are driving it. All my fuel saving methods have the capability of shutting off fuel flow during deceleration. Applying more vacuum to the float bowl during deceleration will prevent any fuel from going into the engine. There are several valves available that will serve this function well (see drawings and flow charts of valves in each of the versions). You will need to set them for your true deceleration vacuum. Be sure to restrict the applied vacuum so that it shuts off the fuel but no more. This will allow faster response on reaccelerating. There will be a fraction of delay time using this option (of about .5 second) because you will have drawn all the fuel out of your fuel passages back into the float bowl and when you reaccelerate, they have to fill again. If you accelerate fast, you have your acceleration pump to

I recommend starting with the simplest system you can and work your way up till
you are satisfied with the results.


My wife told me that she wouldn't allow me to install this device on HER car if there was any chance of power or performance loss. And she wasn't going

engine you could lose a pint of fuel. It will flood your engine also, so trying to startup again right away will be harder. Opening the vent will prevent pressure buildup. But if it's open while the engine is running, you will be negating the advantage of your Carburetor Enhancer. You can easily test your ECS vent by blowing through it during different engine conditions. Some systems have a temperature controlled valve that doesn't allow purge till the engine warms up. While the engine is running, float bowl vapors are drawn off through the Carburetor Enhancer. You will not have vapor lock.

Chapter 16 CARBURETOR DRAWINGS These are examples; if you don't find your carburetor here, don't worry. You can see that the application of the Carburetor Enhancer method is universal.



Turn gas-guzzlers into gas-sippers!

How-To build a system to increase the efficiency of the basic Carburetor Enhancer by giving ordinary carburetors the ability to vary their own fuel flow for optimum fuel mileage
George Wiseman

Electronic Carburetor Enhancer notes.

Copyright George Wiseman June 29, 1998; March 2003, November, 2009

Note to readers: This document is tossed together from my notes. It will help you build the latest version of our Electronic Upgrade to the Carburetor Enhancer. I apologize for the poor presentation, we are working to upgrade the CE Manual.

Table of contents
History of the Carburetor Enhancer method ........................................ ? Why the Carburetor Enhancer works ........................................... ? How to assemble a Basic Carburetor Enhancer ................... ? Adjustment & operation of the Basic Carburetor Enhancer ......... ? How to assemble an Electronic Carburetor Enhancer ................... ? Parts list ...................................... ? Tool list ....................................... ? Source list ................................... ? getting to know the parameters of your system components Resistors ...................................... ? Diodes ......................................... ? A 7809 voltage regulator can replace the 7810. I use this regulator to maintain an even, stable voltage to the voltage reference. The 358 operational amplifier (opamp)

The 358 Operational Amplifier (opamp) is a very versatile tool with many uses. It is set up as a voltage comparitor in the Electronic Carburetor Enhancer. Its output is normally off when the voltage to pin 2 is greater than the voltage at pin 3. You set the reference voltage at pin 2. The O2 sensor gives the voltage to pin 3. When the voltage from the O2 sensor exceeds the voltage that youve set at pin 2, then the output of the 358 goes high and turns on the mosfets that turns on the solenoid This allows the Carburetor Enhancer solenoid to open up and put a vacuum in the float bowl. (Note the mosfet combination that allows full vehicle voltage to the solenoid mosfet gate, to fully turn on the mosfet and prevent the mosfet from heating up). When the voltage of the O2 sensor drops (indicating a lean mixture) then the 358 turns off and the engine can richen again. Most O2 sensors signal at about 30 times per second. The 358 can signal 20,000 times per second. It takes approximately 200 milliseconds (1/5 of a second) for a change in the fuel to become noticeable at the O2 sensor. If we were to simply shut the fuel on and off, with a 200 milli-second delay, it would cause your engine to surge. In other words, the delay of 200 milliseconds would cause the engine to be off for 200 milliseconds then on for 200 milliseconds, and so on. We need to be able to average the fuel entering the engine so that the fuel mixture is close to correct as possible most of the time. We do that two ways.

First, we use restriction valves to control the vacuum to the float bowl of the carburetor, so the fuel will never be totally shut off; only reduced in volume. Second; normal carburetion puts great amounts of liquid fuel into the intake manifold. This fuel builds up a liquid film on the walls of the intake manifold. The liquid film continues to evaporate and put vapor into the air stream. By varying the fuel from the carburetor, we vary the amount of fuel in this liquid film. We balance it, so that it becomes an averaging medium. Third; you can put a vacuum can in the tube leading to the carburetor float bowl. This will create a surge muffler and will make the transition smoother of the ECE affecting the fuel mixture. This is just a sealed container (plastic or metal) that can take a vacuum without collapsing; put on the carburetor side of your valve arrangement.

The Mosfet
Now we need to talk about MosFets. Mosfet stands for metal oxide semiconductor field effect transistor. A Mosfet is an electronic switch. When a voltage signal is applied to its gate, it turns on (conducts current between Sand D+) just as if you turned on a light switch at home. When the voltage signal to the gate is turned off, the Mosfet stops conducting current (it turns off). A mosfet is a special switchable diode so it is important to remember that it will not conduct AC current or DC which is hooked up backwards. My schematics carefully show you which pin is which, dont mix them up!

Electronic Carburetor Enhancer Notes /

that will work (note, be sure to specify seals compatible with gasoline). They are:

BVSV Notes
Engine Temperature Sensor explanations, switch and resistance.

Water Injection
Recommended no matter what!!!! See Super Gas Saver Secrets Manual. Special Note: I recommend all vehicles with V8 engines to switch to the Ford Motorcraft 2150 carburetor. I realize that in most cases a manifold adapter and some tinkering with linkages will be needed. I particularly recommend this change for ALL four barrel carburetors. You will have very little power and performance loss and a great gain in mileage. The reason for this recommendation is that this is my most highly recommended carburetor. They are inexpensive, very easy (and cheap) to rebuild, and they have the most sophisticated air bleed system that Ive seen on any carburetor. Anyone who knows the Carburetor Enhancer is aware that the reason it enhances the carburetor instead of just leaning the fuel mixture is because of the way the Carburetor Enhancer increases the efficiency of the air bleeds. Thus, weve doubled the mileage of these Motorcraft 2150 carburetors more than any other type of carburetor. You can find them on mid-sized Ford engines, usually on pickups in the mid-1970s range.

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Electronic Carburetor Enhancer Notes /

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