Pre-Heating Fuel To Increase Combustion/Oxidation Efficiency, MPG, & Reduce CO And HC

I used approximately 20 Feet of 3/8 Inch Outer Diameter Copper Fuel Line which I purchase from OSH Hardware. I wrap the Copper Fuel line around the Catalytic Converter 12 Times. I used Air Conditioning solder(much stronger than soft solder) to solder the copper fuel line to the catalytic converter at every point the fuel line touch the catalytic converter. This is extremely important because if the fuel line moves against the catalytic converter at any point, over time, it can cause a leak in the copper fuel line. The solder also helps transfer heat from the catalytic converter to the copper fuel line which then heats the liquid gasoline to 400F up to 700F, which is the operating temperature range of the catalytic converter.

My initial plan was to use the catalytic converters heat, to heat the copper fuel line in order to vaporize the gasoline. The challenge I encounter was that the car did not run well at 1psi nor 5psi, though the car ran at 15psi but my(aftermarket) fuel pressure regulator malfunction and I remove it. If we can bring the gasoline pressure down to the equivalent of atmospheric pressure, then gasoline will vaporize at a temperature of 400 to 440 degrees F.(I believe atmospheric pressure to be approximatley 14.7 psi). The fuel injection system in the 2000 to 2006 Honda Insight is 37 psi(To the fuel injector rail, High Pressure Line) with the stock fuel pressure regulator(located on the fuel injection rail with one vacuum line connected to it).

My avereage increase in miles per gallon from heating the fuel to 400 to 700 Degrees Fahrenheit at 37 psi was 8 additional mpg, and very smooth engine idle. This is an additional 80 miles of available driving per 10 gallons of gasoline used. I will be removing this system now, and moving onto the Molocular Change, Vapor Chamber(see screen name "IAMBILLYTHEKID"). Billy has been running his truck with his white vapor system for 25 years. The basics of Billy's system: Heat a stainless steal metal surface inside a metal chamber, angle the hot surface to a 20 degree angle. Design a system to spray a fine mist(a fuel injector works well ie 50 micron to 65 micron liquid droplet size) of gasoline onto this (minimum of 600 Degrees F up to 700 F, though less than 950 F which testing indicates is gasolines autoignition temperature at Atmospheric Pressure ie 14.7 psi at sea level) Stainless Steal surface. The chamber must have an air inlet for fresh air to mix with the gasoline vapor. Then, the now white non condensing vapor will be routed to the intake manifold. Only one butterfly valve is needed to control the throttle(engine rpm's), and a Stoicheometric(equal, balanced) burn will be complete inside the internal combustion chambers. Note that this non condensing(does not phase change back to liquid state when cooled to ambeint temperatures) white vapor will remain a vapor even when cold, it will not turn back into a liquid. also note that this new white vapor now contains the oxygen needed to run the engine as well, thus an air to fuel ratio will no longer need to be tuned nor adjusted hereafter. According to my research and study, A stoichiometric(equal & balanced) burn can only be achieved when we vaporize gasoline before it enters the internal combustion chambers of the gasoline powered engine. When we utilize the traditional process of spraying liquid gasoline droplets into the internal combustion chambers(ie with Fuel Injectors), and flash vaporize the gasoline inside the internal combustion chambers, extreme heat is generated from compressing gasoline in it's liquid state, and a Stoichiometric Burn cannot be achieved, and thus unburnt fuel ie HydroCarbons will leave the engines internal combustion chamber to be further burned up inside the exhaust systems catalytic converter, which does not contribute to motive force nor fuel efficiency. When we vaporize the gasoline before it enters the internal combustion chambers of the engine, we can then and only then burn all the vaporized gasoline inside the engine, and thus zero unburnt fuel leaves the engine. Maximum Gasoline Molecule Oxidation permits complete utilization of BTU of fuel, maximizing Motive Force Per Unit Measure of Fuel Used. Also see the GEET Fuel Processor (Particle Accelerator ie Acceleration Chamber) See the link's below.

Here's a few links for you to read if you wish:
Smokey Yunick:
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