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How the Gas Booster Works
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Lasts 30,000 Miles - Then Renew the Kit
 
How the Gas Booster kit Works
See the includeed article below
Well worth reading!!!
Homogeneous Catalysis of Gasoline
by Platinum and Rhenium
(How the Gas Booster kit Works)
Excerpted from an address given at a time near to the creation of the patented, 29 year successful process used in the Gas Booster kits. Some portions of text are omitted and some comments included using underlined letters indicate current observations or editing of text to shorten it or make it relevant to today. The meaning and intent of the information is not diminished or altered in understanding. The effort is to make this document in the edited form more readable.
....Speaking on the Homogeneous Catalysis of Gasoline Combustion with Platinum and Rhenium.
It must be clarified that the work was not done by chemists, but rather by observers and appliers of chemistry. Therefore this is more of an historical document than a technical one, though it gives technical information.
.... observed were several limitations in the area of gasoline combustion that we felt could be eliminated simply by applying the known chemistry in a different manner. There are three areas that will be reviewed with you. The first of those limitations presently inherent in the combustion process of gasoline. The second area is how those limitations have been eliminated elsewhere, and the third area is our application of those solutions to the original limitations.
Much to the dismay of mechanical engineers, the burning of gasoline in an automotive engine is not an act of chemical perfection, that remains the same finding today for the Gas Booster kit brings improvement in mpg and many other areas even in the lastest model cars, a great deal of the fuel simply leaves the engine without burning, while another quantity burns late enough in the power stroke to be of little use.
Rather than going into the details on the EPA Federal Test Procedures that have been used to measure unburned fuel leaving an engine, or research by Ford and Champion Spark Plug, let's summarize that approximately one third or more of the gasoline that enters an engine leaves that engine unburned Most of the unburned fuel is carbon monoxide. For every 6 pound gallon of gasoline entering an engine, almost 4pounds of carbon monoxide is emitted.
A long time back the federal government decided to do something about the ecology part of this problem by ordering the automakers to burn all the fuel before it left the tailpipe. If it did not burn in the engine, then burned it in the exhaust system. Once fuel has burnt, it is no longer polluting, or so the thought was back then. The automakers met those requirements by installing on vehicles something called a catalytic converter.
We all know that a catalytic converter is nothing more than a muffler whose insides have been filled with honeycomb channels coated with platinum. ....platinum was chosen....as it has an interesting characteristic about it that, when unburned fuel comes in contact with platinum, that fuel will burn when it ordinarily would not have burned.
In other words, you now have a furnace sitting under the floor of your vehicle which is burning one third or more of your gasoline and which is throwing that released heat and energy away to the atmosphere. The catalytic converter is the great ecological success and the great economic disaster of the last 35 - 45 years.
The tragedy of the catalytic converter is that it is the right chemistry in the wrong place. That is the first observation brought to your attention. Around 30 + years ago, Mr. Youshiaki Ishizuki, group leader at that time, at the Engine Technical Center of the Komatsu Engine company of Japan, delivered a paper to the Society of Automotive Engineers and then came to our office (not the office of Ups Your Mileage International) to discuss his research with us. That research showed conclusively that if you did not have carbon deposits in the combustion chambers of an engine, you would not wear away the cylinder walls.
The carbon deposits are abrasive and are being pushed up and down the cylinder walls by the movement of the pistons and the rings. The walls are simply being scraped away. But remember that carbon deposits are simply another form of unburned fuel.
Carbon deposits are responsible for two other detrimental phenomena called engine knock or pinging, a dieseling or run-on. Carbon deposits are responsible for these phenomena for three reasons. First of all, the carbon deposits increase the compression ratio of the engine. Second carbon deposits are insulation and do not permit proper exiting of heat through surfaces of the combustion chamber. Third, a hot spot of carbon can ignite the fuel after you have turned off the key.
For these three reasons carbon deposits are detrimental to proper combustion, while being destructive to engine life. Every engine burning gasoline suffers from this disease.
After reviewing our observations in the area of unburned fuel, carbon monoxide and carbon deposits, let's view the concept of gasoline octane. The combination of gasoline is unique. It a hydrocarbon combustion process where we do not want the combustion to begin as soon as possible after the air and the fuel have mixed. We bring air and fuel together in the carburetor ( slightly differently with fuel injection but with the same combustion results). In the cylinder the movement of the piston compresses the air/fuel mixture, increasing the pressure and temperature of the mixture, but we do not yet want any combustion to take place.
Finally, at some point in the uppermost section of the compression stroke, we will ignite the air/fuel mixture using the spark plug. At that point we only want a few molecules of the air/fuel between the electrodes of the spark plug to ignite.
That tiny flame will now ignite the fuel in its immediate surroundings. That flame will then proceed outwards to ignite the fuel throughout the combustion chamber. If all is perfect, the main blast of combustion will begin when the piston is almost at the top, what is called 10 degrees before top dead center. And it will be over a millisecond (1/1000th of a second) later as soon as the piston begins to move down, what is called 10 degrees after top dead center. Remember that not only do we not want the fuel to burn before the right moment, we are pushing our luck with that fuel which is in the outer sections of the chamber that we do not want to ignite from the combined compression of the piston still rising and the burning gases in the center pushing at the unburnt gases in that outer section.
Something has to keep that gasoline from burning too early. That is called octane. Otherwise ignition will come from compressing the air/fuel mixture not from igniting it with flame, which flame should begin between the electrodes of the spark plug. Compression ignition is what engine knock and ping is all about. We discussed earlier how carbon deposits cause that knock and ping even if you were using the fuel that was right for your engine when it was new.
Thirty five or more years ago, you simply had to add lead to the fuel to increase its ability to withstand compression ignition. With today's unleaded fuel, that chemistry is not available. There is, however, another chemistry available.
Bring low-octane gasoline hydrocarbons into a refining chamber, bring that hydrocarbon in contact with rhenium and the hydrocarbons will re-form so that it can withstand the higher pressures and temperatures without igniting in the engine until ignition is desired.
But such a solution to higher octane is not economically viable as one would like it to be, although chemically available. As you reform the hydrocarbons to withstand the higher pressures and temperature, there is an enormous loss of yield, making the marketing of higher-octane unleaded gasolines difficult. The 12 to 15 cent differential of yesterday, is increased today, and is too high for the consumer, and not high enough for the producer.
Being limited to this lower (87) octane gasoline means that compression ratios in new automobiles must be lower. And if the engineering of the compression ratio is going to take into account octane requirements as soon as carbon deposits begin to accumulate in the engine, the compression ratios must be still lower.
Higher compression ratios offer more powr and better performance. The Major complaint of new car buyers of today is the lack of power and performance that they enjoyed with their older vehicles. Furthermore, with higher compression ratios you can install lower differential ratios and convert the power to fuel economy. So unleaded gasoline has taken away one of our major tools in reducing fuel consumption without reducing vehicle size. Today fuel consumption is being reduced mainly through making smaller and lilghter cars with smaller engines that use less fuel that the bigger engines pulling heavier cars.
Platinum can reduce the octane requirements of a specific compression ratio by cleaning out the carbon deposits and by speeding up the flame front, but it does not increase the octane of the fuel itself.
We believe that the real way to make unleaded gasoline more palatable to the automaker and the auto owner, Both of whom want to get every last drop of power and ever extra miles per gallon from the larger vehicle with the smaller engine - is to figure out some economical way to increase the octane of the fuel while reducing the octane requirements of the engine through catalyzed combustion, not through lower compression ratios.
Those are the three major problems that we observed:
1. A third of the gasoline leaving the engine is unburned.
2. Carbon deposits shortening engine life and interfering with proper combustion by causing ping and knock.
3. The inability to offer the motorist and engine manufacturer more than 87- 91 octane gasoline economically, and the asociated poorer fuel economies.
Next let's ....review the observations of how other people solved problems of similar chemistry. We have already discussed how rhenium has been used to increase octane. ....Let's discuss how Mobil Oil promoted the burning of carbon monoxide to carbon dioxide with platinum. .... at the American Chemical Society meeting in April of 1979, the research department of Mobil Oil delivered a paper that was entitled CO Oxidation Promoters in Catalytic Cracking".
In a refining chamber where crude oil is refined to gasoline, jet fuel, diesel fuel, etc. individual atoms of hydrogen and carbon are cracked off the surface that was available, the surface was coated with platinum, they were able to promote the burning of carbon monoxide to carbon dioxide with supported platinum.
....they were able to reduce the air entering the system by 17% and achieved an increase of carbon monoxide burned from about 62% to over 99%. That is about 30% more heat from the same fuel.
For boiler operators there is a very important message here. Without platinum, they were introducing 120 units of oxygen and utilizing only 85. With platinum, they introduced 100 units of oxygen and utilized all of it. Platinum permitted a drop in excess air from 40% to zero.
All of us can appreciate how platinum as a catalyst can reduce the temperature requirement for CO to burn to CO2. This would normally explain how they were so successful. But when we see this enormous reduction in excess air, we have to ask in our observations if the platinum is getting a much higher percentage of the oxygen to go to the radical state by reducing the energy requirements to do so.
The application of homogeneous catalysis is available to the combustion process in boilers and furnaces and this drop in excess air is the key to that success.
Now the $64,000 question: How much platinum is needed to catalyze the combustion of hydrocarbon fuels? Mobil reveals this in their U.S. Patent #4,064,039 where we find that for a supported catalyst, where 40% of platinum's surface area is lost facing the supporting material, a maximum of 100 parts per billion is all that is required. Homogeneous catalysis would not require more than 70 ppb.
The average car in this country drives 12,000 miles per year, averages 15 mpg and therefore consumes 800 gallons of gasoline per year in 1980's figures. (Using the Gas Booster kit and using todays fuel prices you can see that you will have big fuel cost savings, especially when gas prices are to rise to $7.00 per gallon and higher, maybe even $8.00 per gallon. Get your Gas Booster kit.)
To treat 800 gallons of gasoline,we require less than 1/4 gram of platinum. From experience, about an equal amount of rhenium. That is an economical quantity if we can figure out how to place that quantity economically into the engine, (which the Gas Booster kit offers) throughout the volume of the flame zone, combustion in an engine and in a furnace is suspended in mid air. No surfaces are available to support the platinum.
We have now completed a review of our observations, the present limitations in the gasoline combustions process and how others have resolved problems of similar chemistry.
Let's now review our application of those latter solutions to the former problems. Let's agree that if we could economically dispense the economically effective quantity of platinum and rhenium as homogeneous catalysts into the combustion of gasoline, we ought to be successful in increasing the octane of the fuel during the compression stroke, without any loss of yield, while getting much more of the CO to burn to CO2 and cleaning out the carbon deposits by promoting the oxidation of C to CO2.
Parenthetically, when you reform the hydrocarbon to increase the octane during the compression stroke there is a loss of yield.
The first barrier that we ran into is that neither platinum nor any of its stable compounds is soluble in gasoline. Obviously, you cannot dissolve the platinum and rhenium into some solution and pump all that solution into the engine. The metals must enter the engine unaccompanied by any foreign carrier.
With any sort of mechanical dispenser that would meter less than 1/4 gram of platinum and rhenium into an engine over a years driving, yo wont be able to close you hood due to the bulk of the installation, and it certainly will not be economical.
It is time to go back for one more observation. In 1966 Professor Robert Lemlich, at the University of Cincinati, discovered a process which he called bubble fractionation. (which the Gas Booster Kit uses) Professor Lemlich was able to fractionate a solute out of a solvent selectively by permitting 2-3 bubbles per second to rise through the solution and then drawing out the vapor above the solution.
He was limited to non-foaming surfactants and the fractionation of the solutes of very small quantities. The solution is now obvious: Find non-foaming surfactant compounds of platinum and rhenium. Dissolve them in a solution and design a bubbling mechanism that can disperse the platinum and rhenium into the engine after fractionation.
Needless to say, you must have platinum and rhenium compounds that are not only soluble in your non-freezing solution, but that will decompose to their most effective catalytic state at those temperatures conditions which will give you the optimal catalysis during the compression stroke for the rhenium and during the combustion process for the platinum.
After you have solved all of the chemistry problems, remember that the market place has two demands. The hardware can not be too expensive to produce nor take more that 15- 20 minutes to install on the average installation.
As the vehicle is driven, the vacuum from the engine arrives at the horizontal nozzle of the dispenser where it is attenuated by the 0.005" (1/8 millimeter) orifice before entering the top of the main chamber of the dispenser. This small vacuum inside the main chamber is just enough to cause air at atmospheric pressure to come down the vertical tube, enter the main chamber at the bottom, and rise as a bubble at the prescribed rate of 2-3 bubbles per second. (See the Gas Booster kit figure below).
After about 6,000 miles of driving, the platinum and rhenium are depleted, but the liquid level has not changed except for 1/2 ounce of evaporation. A vial containing 1/2 ounce of the solution with the appropriate amounts of platinum and rhenium is now added to the dispenser and the process continues for another 6,000 miles of driving.
In addition to cleaning the carbon deposits out of the combustion chambers and eliminating the need for premium gasoline, these two sets of test data which come next are very representative of the results.
Controlled Fleet Test
This is a well-controlled fleet test of identical vehicles, comparing 2,000 miles without the platinum and rhenium in april of, 1980 to 2,000 miles with the platinum and rhenium in May of 1980. There was only a 9 Degree F rise in average ambient temperature between these tests. Most people ask why one vehicle suffered in the second part of the test. We don't know. Most likely it was a maintenance problem that had nothing to do with the platinum and rhenium. ....frankly ...we re more interested in why 5 of the 15 vehicles were able to increase their gas mileage by 40%. A conclusion is that engine condition, state of tune and other factors were involveed in the one vehicles poor performance.
This test result also speaks for itself. ....First you will notice that the buses and minibuses were using leaded gasoline. Lead appears to have no effect or bearing on our process. ....Test results of that test were compiled on October 1982. By the end of the school year the town of Concord had reduced its annual fuel requirements for their 27 vehicles by $14,000 through the use of platinum and rhenium, even though their mileage driven had increased slightly over the previous year, when platinum and rhenium, was not used.
(The paragraph above shows a sum saved that would be a least five times that amount in todays fuel costs, over $70,000.00 to $90,000.00. Added comment by UYMI)
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