GEET Plasma Fuel System
GEET: Global Environmental Energies Technology
C. P. Kouropoulos: The GEET Demystified
Paul Pantone: US Patent # 5,794,601 ~ Fuel
Paul & Molley Pantone: The GEET Fuel
Processor --- A Self-Inducing Plasma Generator
P. Pantone: The GEET Fuel Processor...
J. L. Naudin Diagram
Do-It-Yourself Construction Plans for a Small
http://www.geet.com -- GEET.com
The GEET Demystified
C. P. Kouropoulos
A brief description :
The GEET is a dynamic fuel-exhaust recycling device that can be
fitted to an engine, between the air intake and the exhaust.
A model suitable for a small two- or four-stroke (lawn-mower or
small generator) typically consists of two horizontally-lying,
concentric steel or metallic pipes of about 50 cm in length, one
inside the other. The outer pipe has an inside diameter of 25.4
mm, the inner pipe an outside diameter of 12.7 mm and an inner
diameter of 12.4 mm. Within the latter is a long solid steel or
iron bar, whose diameter is 12 mm, that doesn’t touch it, except
at three solder points at each of its extremities. Let us call A
and B the two ends of the 50 cm long pipes and bar.
The exhaust from the engine travels
* From A along the "outer" concentric space, between the two
pipes, to B.
* From there, it is sent bubbling at high pressure to the bottom
a jug of water with some fuel that is vapourized by the heat.
* It is then sent along the inner pipe, in the thin space round
the central solid steel bar, back from B to A, to near the air
intake, where it is mixed with some fresh air.
* The latter mixture is input to the motor
A preliminary analysis of the GEET
Two-strokes are known to be inefficient as only a certain
proportion of their fuel is burnt.
Their exhaust typically consists of the following :
1 - Air somewhat depleted in oxygen
2 - Carbon dioxide
3 - Carbon and nitrogen monoxyde
4 - Water vapour
5 - Unburnt volatile gasoline
6 - Particles of heavier hydrocarbons, lubrifying oil and soot
In the case of four-strokes, there is less of 5 and 6.
* As the exhaust first travels between the "outer" space,
between inner and the outer pipes, it heats their surface to its
own temperature. In order that this temperature be as high as
possible, the outer pipe should be thermally insulated with a
glass wool jacket. Another contribution to higher temperatures
at the inner surface of the outer pipe involves the
Ranque-Hilsch effect : the exhaust flow should spiral, so that
the hotter components in the gas gather against the outer
surface where the steam is more thoroughly reduced into hydrogen
while the pipe surface is oxidized. In turn, the released
hydrogen reacts with the carbon dioxide into carbon monoxide and
water (CO2 + H2 >> CO + H2O) at high temperatures, while
the steam can again be reduced by the hot iron into hydrogen.
Provided that the outer surface of the cooler inner tube
contains catalyzers such as nickel, already at 200° C, carbon
dioxide and hydrogen combine into methane and water (CO2 + 4H2
>> CH4 + 2H2O), the latter of which can again be reduced
at the hotter surface of the outer pipe. Therefore, both the
water and the carbon dioxide are reduced, the exhaust becomes
depleted in carbon dioxide and enriched in fuels such as carbon
monoxide, hydrogen and methane.
* This pretreated exhaust bubbles through the jug of water and
fuel, the latter remaining at the top when not miscible
(gasoline, heavy fuel or miscible glycol alcohol, etc). The
depth of the water increases the pressure in the preceding
reducing stage. Now, along with some soot, heavy hydrocarbons
and unburnt fuel that are recycled, the carbon dioxide dissolves
in the water and is removed from the exhaust so long as the
water isn’t saturated. To increase the amount of carbon dioxide
dissolved, the pressure should be maximal and the water
circulated. In critical closed-cycle applications, the resulting
carbonic acid could react with a metal such as zinc or magnesium
to release hydrogen. The resulting carbonate and hydroxide, as
well as the reducing metal of the inner surface of the outer
pipe could then be recycled later by using solar energy.
Another option is using some mix of photosynthetic algae in an
adjacent first stage to convert the carbon dioxide into oxygen
and biomass, and fermenting anaerobic bacteria in a second stage
to generate methane and hydrogen from the latter.
* The fuel as well as some water are vapourized in the bubbler.
* The cooled and enriched exhaust now travels at high speed
inside the inner pipe, as the available space is thin, round the
solid steel bar. Here, it must be observed that there are heat
gradients, as the outer surface of the inner pipe is heated by
the exhaust, while the steel bar inside that doesn't touch it is
cooled by the cooler flow of the bubbled exhaust. The
Ranque-Hilsch effect can again be used to further reduce the
temperature round the inner bar. This involves replacing the
three extremal solder points by small soldered coiled lines of
wire at the B end of the iron bar.
* Some of the previously generated hydrogen may, here again,
catalytically combine with the remaining carbon dioxyde into
methane and water against the outer surface of the nickel inner
* Because steel is magnetic and its Curie temperature is even
higher than that of the outer, hotter pipe, all the surfaces
inside the GEET are mesoscopically strongly magnetized, locally,
on the level of magnetic domains of about 80nm, even if this
magnetism isn’t apparent macroscopically. However, only the
inner steel bar is in contact with a sufficiently cool flow so
it is below the Curie temperature of the Magnegas.
As a result, when the molecules bounce against the surface of
the pipes, they experience a strong magnetic field of several
Tesla. As R.M. Santilli has shown, diatomic molecules such as H2
, O2 and CO can be magnetically polarized, and may
assemble into clusters that this researcher calls magnecules.
These have a Curie temperature which is at about 150° C for H2
and CO. The rate of formation of such magnecules will thus be
higher on the cooler surface of the steel bar. The corresponding
magnetically polarized gas is called a Magnegas (TM). Because most chemical reactions
involve polarized molecules while ordinary gases are
unpolarized, magnegases release far more energy than expected
from the combustion of their unpolarized counterparts. Also note
that, due to the recycling, the O2 molecules may pass
several times into the magnetically polarizing cavity.
MASER emission might also occur in this cavity, which might
accelerate the formation of magnecules.
The recycled and enriched exhaust thus in the end contains:
* CO, NO, O2 and H2 molecules, the latter
resulting from the reduction of steam on the outer hot steel
surface or from biomass recycling.
* Magnecules of the latter.
* Some methane from catalytic conversion of carbon dioxide and
hydrogen or from biomass.
* Recycled unburnt fuel.
* Vapourized fuel from the bubbler.
* Less CO2 than in the original exhaust, at least
until the water becomes saturated in the simplest devices. This
suggests the importance of increasing the pressure in the
The mechanisms involved suggest an improvement in efficiency
* Thermally insulating the outer pipe.
* Placing reducing elements at the inner surface of the outer
pipe, with high surface area if in the solid state, or as a
liquid circulating blanket maintained by centrifugal forces in a
* Using spiralling vents at the entry of the exhaust into the
cylindrical outer space, and coiled elements at the entry of the
bubbled exhaust round the inner bar so that the flow spirals
and, by the Ranque-Hilsch effect, concentrates its hot
components on the outside and its cooler ones on the inside.
* Using a steel or alloy with high magnetic permeability and
saturation, or very pure Iron for the inner bar.
* Polarizing the fuel in the bubbler into a Magneliquid, and the
fresh air into a Magnegas.
* Increasing the pressure at the bubbler so that a maximal
amount of carbon dioxide is dissolved.
* Using a metallic powder of Zinc or Magnesium so that the
resulting carbonic acid releases hydrogen and carbonate in
critical closed-cycle applications, or a multistage biomass of
photosynthetic algae and anaerobic bacteria to convert the
carbon dioxide into oxygen and biomass and the latter into
methane in less critical or fixed applications.
The central iron bar should be at less than 150° C (the Curie
temperature of Magnegas), the surrounding catalytic pipe at
about 200° C (that converts carbon dioxyde and hydrogen into
water and methane), and the outer pipe at yet higher
According to the inventor, Mr Pantone, the central steel or
iron bar acquires an overall magnetization and must always be
oriented in the same way with respect to the magnetic north in
devices where it is horizontal, and similarly with respect to
the vertical, when vertical.
The energy balance:
On the minus side:
* The vapourized fuel spent (whatever the actual proportion of
fuel in the bubbler, which can be as low as 20%)
* The steel or reducing agent oxidized, mainly at the inner
surface of the outer pipe
* The metallic powder turned into carbonate.
On the plus side :
* The unburnt fuel and hydrocarbons recycled, especially for
* The unburnt CO and NO recycled
* The increased energy released by the use of magnecules
* The possibility of using a wide variety of cheap fuels
* Dissolved CO2 converted to oxygen and biomass and
then the latter into methane and hydrogen in several stages or
into carbonates and hydrogen by a metal in the bubbler itself or
some adjacent reactor.
Any test of exhaust emissions should take into account the CO2
retained in the water. Also note that, when this CO2
is eventually released in the atmosphere or recycled, one is
left with a brew consisting of residual, unvolatilized fuel,
soot and various heavy hydrocarbons, which would be ideally
suited for recycling in a "Hadronic Reactor" into Magnegas.
Thus, provided that the overall cycle proves to have a
favourable efficiency, there might be a synergy between the GEET
and Hadronic reactors, as they both involve Magnegases and the
waste from the one may be taken as starting materials for the
For most two-strokes, there should be quite a significant
improvement in efficiency from the recycling of the unburnt fuel
alone. For other motors in which there is less of the latter,
the gain could be lower but still not negligible. Note also that
the Magnegas produced in "Hadronic Reactors" is unsuitable for
two-strokes, as these require a liquid fuel into which the
lubricating oil is mixed.
Thus, this system has several positive points. On the other
hand, claiming that it runs on 80% of water and 20% of fuel when
this is just the proportion that is present in the bubbler where
the fuel is preferentially vapourized by the hot exhaust,
ignoring the oxydation of the metal in the pipes and their
effective lifetime, ignoring the CO2 retained in the
water, especially during the first ten minutes after start-up,
as well as the liquid wastes that are produced when measuring
the exhaust emissions and not mentionning for how long a
specific test was performed can be very misleading, to the point
of bordering on fraud.
Suggested improvements involve the use of spiralling
aerodynamic flows so as to optimize the temperature gradients at
several key locations by the Ranque-Hilsch effect (to minimize
the temperature round the central iron bar, and maximize it at
the inner surface of the inner and outer pipes), thermally
insulating the outer pipe, increasing the pressure so as to
maximize the solution of carbon dioxide in the bubbler, and
circulating the resulting carbonic acid in adjacent reactors,
using a multistage configuration of photosynthetic and anaerobic
recycling biomass to convert it to oxygen and methane or using a
reactive metal to release hydrogen in certain critical
closed-cycle applications. Solar energy can be used at a later
stage to release the oxygen taken up by the reducing metal and
US Patent # 5,794,601
US Cl. 123/538 ~ August 18, 1998
Fuel Pretreater Apparatus and Method
A novel fuel pretreater apparatus and method for pretreating an
alternate fuel to render it usable as the fuel source for fuel
burning equipment such as internal combustion engines, furnaces,
boilers, and turbines, includes a volatilization chamber into
which the alternate fuel is received. An exhaust plenum may
enclose the volatilization chamber so that thermal energy
supplied by exhaust from the fuel burning equipment can be used
to help volatilize the alternate fuel. A bypass stream of
exhaust may be diverted through the alternate fuel in the
volatilization chamber to help in volatilizing the alternate
fuel and help carry the volatilized fuel through a heated
reactor prior to its being introduced into the fuel burning
equipment. The reactor is preferably interposed in the exhaust
conduit and is formed by a reactor tube having a reactor rod
mounted coaxially therein in spaced relationship. The exhaust
passing through the exhaust conduit provides thermal energy to
the reactor to pretreat the alternate fuel.
Current U.S. Class: 123/538; 123/557; 123/575
Intern'l Class: F02M 031/18
Field of Search: 123/538,557,575,1 A,568
References Cited ~
U.S. Patent Documents
4,267,976 ~ May., 1981 ~ Chatwin ~ 123/538.
4,418,653 ~ Dec., 1983 ~ Yoon
4,524,746 ~ Jun., 1985 ~ Hansen ~ 123/538.
4,567,857 ~ Feb., 1986 ~ Houseman, et al.
4,735,186 ~ Apr., 1988 ~ Parsons
5,059,217 ~ Oct., 1991 ~ Arroyo, et al. ~ 123/538.
5,074,273 ~ Dec., 1991 ~ Brown ~ 123/538.
5,357,908 ~ Oct., 1994 ~ Sung, et al.
5,379,728 ~ Jan., 1995 ~ Cooke
5,408,973 ~ Apr., 1995 ~ Spangjer ~ 123/538.
5,443,052 ~ Aug., 1995 ~ Aslin ~ 123/575.
Other References ~
PCT Publication No. WO 96/14501--May 17, 1996.
Marin Independent Journal, Nov. 1992 "In quest of perfect
Exotic Research Report, vol. 1 #2 Apr.-Jun. 1996, pp.
BACKGROUND OF THE INVENTION
This invention relates to fuel burning equipment and, more
particularly, to a novel fuel pretreater apparatus and method
for making it possible for such fuel burning equipment to
utilize as a fuel a material not otherwise considered suitable
as a fuel for such equipment.
2. State of the Art
Most fuel burning equipment in use today is designed to burn a
particular fuel. For example, internal combustion engines are
designed to burn gasoline or diesel fuel, furnaces and boilers
to burn natural gas, oil, or coal, and turbines to burn kerosene
or jet fuel. Fuels or other materials other than the fuels for
which the equipment is designed to burn cannot generally be used
in such equipment.
For example, in internal combustion engines, particularly in
light of the extreme sophistication of many current engines, not
only for fuel economy but also for reduction in the emitted
pollutants, great care is taken in the selection of the fuel
grade particularly as to its quality prior to its introduction
into the internal combustion engine. One does not consider crude
oil or recycled materials such as used motor oil, cleaning
solvents, paint thinner, alcohol, and the like, as a suitable
fuel source for an internal combustion engine. Further such
materials would not be considered suitable fuels for furnaces,
boilers, turbines, or most other fuel burning equipment. In
addition, one would not consider using such fuels if
contaminated by water, nor would one consider using nonfuels
such as used battery acid or other waste products as fuels for
fuel burning equipment.
SUMMARY OF THE INVENTION
The present invention is a novel fuel pretreater apparatus and
method for fuel burning equipment. This novel fuel pretreater
enables the fuel burning equipment to utilize as fuels
combustible products selected from material such as crude oil or
recycled materials such as motor oils, paint thinners, solvents,
alcohols, and the like and noncombustible products such as
battery acid. Any substance that can be preheated and then
burned in the fuel burning equipment will be referred to as
alternate fuel. This alternate fuel is introduced as a liquid
into a volatilization chamber. The volatilization chamber may be
heated to aid in volatilization and in most cases may be
advantageously heated by thermal energy from the exhaust in the
exhaust conduit of the fuel burning equipment. A portion of the
exhaust may even be bubbled through the alternate fuel to assist
in the volatilization of the alternate fuel. The fuel vapor
produced in the volatilization chamber is drawn through a heated
thermal pretreater. The thermal pretreater may be mounted,
preferably concentrically, inside the exhaust conduit to be
heated by the exhaust gases. The thermal pretreater serves as a
reactor and is configured as a reactor tube having a reactor rod
mounted, preferably concentrically, therein with a reduced
annular space surrounding the rod. The volatilized alternate
fuel passes through this annular space where it is subjected to
thermal pretreatment prior to being introduced into the intake
system of the fuel burning equipment.
The best mode presently contemplated for carrying out the
invention is illustrated in the accompanying drawings, in which:
FIG. 1 is a block diagram of a basic fuel pretreating
apparatus of this invention;
FIG. 2, a schematic flow diagram of the novel fuel
pretreater apparatus of this invention shown in the environment
of an internal combustion engine; and
FIG. 3, an enlarged cross-sectional view of a schematic
of the reactor portion of the fuel pretreater of FIG. 2.
DETAILED DESCRIPTION OF THE ILLUSTRATED EMBODIMENT
The invention is best understood from the following description
and the appended claims taken in conjunction with the
accompanying drawings wherein like parts are designated by like
The present invention is a unique apparatus and method for
pretreating materials to be used as fuel for fuel burning
equipment such as internal combustion engines, furnaces,
boilers, turbines, etc. The pretreatment makes it possible for
the fuel burning equipment to utilize as its fuel source fuels
or other materials that are generally considered as not being
suitable fuels for such fuel burning equipment. These alternate
fuels include almost any liquid hydrocarbon such as crude oil or
recycled material such as motor oil, solvents, paint thinners,
and various alcohols, to name several. These alternate fuels may
even be contaminated with water or may be material such as used
battery acid which is not considered combustible or a fuel.
Importantly, as shown in FIG. 1, the alternate fuel is
volatilized in a volatilization chamber and is then subjected to
a high temperature environment in a heated reaction chamber
prior to its being introduced into the intake system of the fuel
burning equipment. The reaction chamber provides a heated
reaction zone with a reaction rod therein about which the fuel
flows. It is this flow through the heated reaction zone about
the reaction rod which makes the fuel suitable for burning in
the fuel burning equipment. In most cases, since the fuel
burning equipment involved will produce high temperature exhaust
gases, in order to save energy, the heating for the reaction
chamber will be provided by the exhaust gases from the fuel
burning equipment. The reaction chamber will thus usually be
positioned in the exhaust conduit, whether an exhaust pipe,
flue, chimney, etc., leading from the fuel burning equipment. It
is believed important that the fuel flow through the reaction
chamber be opposite the flow of exhaust gas in the exhaust
conduit so that the most intense heating of the reaction chamber
is at the end thereof where the fuel exits the reaction chamber.
Currently, it is not known precisely what happens to the
volatilized alternate fuel in this high temperature environment
although one speculation is that the larger molecules are broken
down into smaller molecular subunits of the heavy molecules.
In any event, I have found, for example, that I am able to
satisfactorily operate an internal combustion engine using as my
fuel source materials generally considered to be totally
unsuitable as fuels for an internal combustion engine. For
example, in one experimental run I was able to successfully
operate an internal combustion engine using recycled motor oil.
In another experimental run I was able to operate the internal
combustion engine using crude oil as my sole fuel source. In yet
another run I was able to use waste battery acid as my sole fuel
However, I should state at this point that when the reaction
chamber is heated by exhaust gases from the engine, in order to
generate sufficient thermal energy necessary to volatilize the
alternate fuel in the volatilization chamber, it is necessary to
operate the internal combustion engine initially using ordinary
gasoline. This step is necessary since, absent my unique
pretreatment process, it is impossible to operate an internal
combustion engine with the alternate fuels that I am using.
Accordingly, the internal combustion engine is started and
operated for an initial period until sufficient thermal energy
has been generated in order to initiate the volatilization and
the pretreatment processes. Once these processes are self
sustaining, the fuel system is switched over from the gasoline
system to the alternate fuel system. The internal combustion
engine continues to operate for as long as the alternate fuel is
supplied or until the internal combustion engine is switched
Similarly, with other fuel burning equipment, when the reaction
chamber is positioned in the exhaust conduit, conventional fuels
are supplied to the equipment upon start up and until sufficient
thermal energy is supplied to the reaction chamber to produce
fuel usable in the equipment from the alternate fuel.
The invention will be illustrated and described in detail with
respect to an embodiment thereof for use with an internal
combustion engine. Referring now to FIG. 2, the novel fuel
pretreater apparatus of this invention is shown generally at 10
and includes a volatilization chamber 12 and a fuel pretreater
section 14 incorporated into an exhaust conduit 16.
Volatilization chamber 12 is enclosed in an exhaust plenum 17
through which a stream of exhaust 18 passes. Exhaust 18 is
produced by an internal combustion engine 20 which can be any
suitable internal combustion engine ranging in size from a
small, one-cylinder internal combustion engine to a large,
multicylinder internal combustion engine. Internal combustion
engine 20 is shown herein schematically particularly since no
claim is made to an internal combustion engine, per se, only to
the novel fuel pretreater apparatus 10 shown and claimed herein.
Internal combustion engine 20 includes a fuel tank 22 which
supplies a starting fuel 24 and has a valve 26 for controlling
the flow of fuel 24 through a fuel line 28 into an intake
manifold 29. Fuel 24 enters internal combustion engine 20
through an intake manifold 29 either through carburetion or fuel
injection (not shown), both of which are conventional systems
for introducing fuel 24 into internal combustion engine 20 and
are, therefore, not shown herein but only indicated
schematically through the depiction of intake manifold 29. Fuel
24 is ordinary gasoline and provides the necessary starting fuel
for internal combustion engine 20 until sufficient thermal
energy has been produced in order to sustain the operation of
volatilization chamber 12 and pretreater section 14. Thereafter,
valve 26 is closed and internal combustion engine 20 is operated
as will be discussed more fully hereinafter. Internal combustion
engine 20 produces exhaust 18 which is collected from internal
combustion engine 20 by an exhaust manifold 30. Exhaust 18 is
then directed through exhaust conduit 16 into fuel pretreater 10
where it provides the necessary thermal energy for the operation
of fuel pretreater 10.
Exhaust 18b represents a portion of exhaust 18 and passes
through plenum chamber 17 surrounding volatilization chamber 12
prior to exiting exhaust conduit 16. Exhaust 18b represents the
residual portion of exhaust 18 since a bypass 40 diverts a
portion of exhaust 18 (shown as exhaust 18a) into volatilization
chamber 12. Plenum chamber 17 acts as a heat exchanger for
transferring thermal energy from exhaust 18b to volatilization
chamber 12. A valve 42 controls the amount of exhaust 18a
diverted into volatilization chamber 12.
Volatilization chamber 12 receives a quantity of alternate fuel
60 through a fuel line 62 from an alternate fuel source 63 with
the flow thereof being controlled by a valve 64. Alternate fuel
60 accumulates as a pool of alternate fuel 60 in the bottom of
volatilization chamber 12. Bypass 40 directs exhaust 18a into
the bottom of the pool of alternate fuel 60 where a bubble plate
44 disperses exhaust 18a upwardly into the pool of alternate
fuel 60 in order to assist in the volatilization of alternate
fuel 60. However, the primary source of thermal energy for the
volatilization of alternate fuel 60 is supplied by exhaust 18b
as it passes through plenum chamber 17. The volatilized
alternate fuel 60 is shown as volatilized fuel 66 which passes
into an inlet 51 which is the end of reactor tube 52 extending
upwardly into volatilization chamber 12.
Referring also to FIG. 3, an enlarged segment of pretreater
section 14 is shown generally as a reactor 50 which includes a
reactor tube 52 located concentrically inside exhaust conduit
16. A reactor rod 54 is mounted concentrically in spaced
relationship inside reactor tube 52 to provide an annular space
or reaction chamber 56. As shown, exhaust 18 passes through an
annular space 51 surrounding reactor tube 52 where it transfers
a portion of its thermal energy to reactor tube 52. Volatilized
fuel 66 passes countercurrently through the annular space of
reaction chamber 56. The turbulent mixing of volatilized fuel 66
as it passes through reactor 50 in combination with the thermal
energy imparted to it from exhaust 18 along with what is
believed to be a catalytic reaction therein initiated by reactor
rod 54 produces a pretreated fuel 68. Pretreated fuel 68 is then
directed through an intake line 53 (which is an extension of
reactor tube 52) into intake manifold 29. A valve 57 in intake
line 53 controls the flow of pretreated fuel 68 into intake
manifold 29. Supplemental air 80 is introduced into pretreated
fuel 68 through an air intake 82 with the flow of supplemental
air 80 being controlled by a valve 84.
The presence of the reactor rod has been found important to
operation of the invention. The make up of the reactor rod does
not appear to be important. A steel reactor rod has been found
satisfactory as have stainless steel, aluminum, brass, and
ceramic reactor rods.
Steady state operation of internal combustion engine 20
involves exhaust 18 contributing thermal energy to reactor 50. A
portion of exhaust 18 is diverted as exhaust 18a and bubbled
through the pool of alternate fuel 60 in the bottom of
volatilization chamber 12. Exhaust 18a combines with the
volatilized fuel from alternate fuel 60 to provide volatilized
fuel 66. Volatilized fuel 66 is drawn into inlet 51 thence
through reaction chamber 56 of reactor tube 52. The balance of
exhaust 18b passes through plenum chamber 17 where a substantial
portion of the balance of the thermal energy in exhaust 18b is
transferred into alternate fuel 60 to assist in the
volatilization of the same.
The method of this invention is practiced by starting internal
combustion engine 20 using starting fuel 24 obtained from
starting fuel tank 22. The flow of starting fuel 24 through fuel
inlet line 28 is controlled by valve 26. Valve 84 is opened
initially to allow the free flow of air 80 through air intake 82
during this starting phase of internal combustion engine 20.
Internal combustion engine 20 generates exhaust 18 which is
collected in exhaust manifold 30 where it is then directed into
exhaust conduit 16. Exhaust 18 contains a significant amount of
thermal energy resulting from the combustion of starting fuel 24
in internal combustion engine 20. A portion of the thermal
energy in exhaust 18 is used to heat reactor 50 and then to
volatilize alternate fuel 60. Specifically, exhaust 18a is
diverted through exhaust bypass line 40 into volatilization
chamber 12 where exhaust 18a is dispersed by bubble plate 44
into alternate fuel 60. Exhaust 18a transfers its thermal energy
to alternate fuel 60 and also provides a carrier stream for the
volatilized products of alternate fuel 60 so that this
combination becomes volatilized alternate fuel 66 which is then
drawn into intake 51. At this point it should be noted also that
valve 84 is partially closed in order to create a partial vacuum
in pretreated fuel line 53, which means that a partial vacuum
will also be created in intake 51. Simultaneously, valves 42 and
57 are selectively controlled in order to suitably recirculate
the flow of exhaust 18a and volatilized alternate fuel 66,
respectively. In the meantime, the balance of exhaust 18 becomes
exhaust 18b which passes through plenum chamber 17 where it
transfers its thermal energy into volatilization chamber 12 and
alternate fuel 60 therein. Accordingly, a major portion of the
balance of thermal energy in exhaust 18 after exhaust 18 has
passed through reactor 50 is transferred into alternate fuel 60
for the volatilization of the same.
Volatilized alternate fuel 66 is directed into reaction chamber
56 where it is subjected to the pretreatment process of this
invention by becoming reaction fuel 67 and then pretreated fuel
68. At the present time I am unable to state with any degree of
certainty precisely what happens to reaction fuel 67 in reaction
chamber 56. However, I have found that the larger molecules in
volatilized fuel 66 appear to be broken into fragments with some
type of reaction taking place. Specifically, I have found that a
portion of the length of reactor 50 becomes quite hot,
substantially hotter than could otherwise be accounted for from
the thermal energy from exhaust 18 alone. This surplus thermal
energy implies that some form of reaction is occurring in
reaction fuel 67 as it is transformed into pretreated fuel 68.
For example, in one prototype of the invention, the end of the
exhaust conduit 16 positioned adjacent the end of reactor 50
closest the exhaust manifold 30 maintained a temperature of
between about 500.degree.-700.degree. F. The portion of exhaust
conduit 16 positioned along the central portion of the reactor
50 had a temperature between about 600.degree.-900.degree. F.,
while the position of the exhaust conduit 16 positioned adjacent
the end of the reaction chamber where the volatilized alternate
fuel entered was at a temperature between about
200.degree.-300.degree. F. Thus, the position of the exhaust
conduit along the central portion of the reactor 50 reached
temperatures higher than would be expected from the temperature
of the other position of the pipe. Pretreated fuel 68 is
directed into intake manifold 29 where it becomes the fuel
source for internal combustion engine 20.
The change over from starting fuel 24 to pretreated fuel 68 is
accomplished by the careful adjustment of valves 26, 84, 57, and
42. In this manner, the operation of internal combustion engine
20 is smoothly transferred from sole reliance on starting fuel
24 to reliance entirely on pretreated fuel 68. Using the novel
teachings of this invention, I have run internal combustion
engine 20 on alternate fuel 60 selected from materials generally
considered to be totally unsuitable as a fuel for internal
combustion engine 20. These alternate fuels have included crude
oil and recycled materials such as motor oil, paint thinners,
alcohols, and the like. Also, such fuels having some water
content have also been used. Many of these alternate fuels are
waste products for which disposal is a significant problem. By
being able to use such waste products as fuel, a major source of
pollution is eliminated. Tests on the exhaust generated by the
engine 20 burning the alternate fuels have indicated that such
exhaust is much cleaner than exhaust normally generated by such
engines when burning gasoline in normal manner (gasoline can be
used in the system as the alternate fuel of the invention to
operate the engine more efficiently and without significant
pollutants in the exhaust).
The dimensions of the reaction chamber and the reaction rod are
such that the rod forces the volatilized fuel to flow
substantially along the wall of the reaction chamber. For a 350
cubic inch V-8 Chevrolet engine, a reaction tube of about
one-half inch inside diameter is placed substantially
concentrically in an exhaust pipe from the engine. The reaction
rod has a diameter to leave a concentric space between the
reaction rod and inside wall of the reaction tube of about
0.035-0.04 inches and the reaction rod is between about ten
inches and twelve inches in length. Lighter fuels, such as
gasoline, work with the larger spacing between the reaction rod
and reaction tube wall and the shorter rod while the smaller
spacing and longer length may be required for heavier fuels such
as crude oil since the heavier fuels generally require more
heating and velocity through the reaction zone. Similar
dimensions have been found satisfactory for use with single
cylinder engines such as those having up to about fifteen
horsepower. The smaller engines seldom require a reaction rod
greater in length than about four inches. Similar dimensions
will be used with other internal combustion engines.
The various dimensions indicated are examples only and can
vary, usually depending upon the type and size of engine, lfuel
volume required, and the type of alternate fuels to be used. The
important thing is that the passage for the volatilized
alternate fuel through the reaction chamber be such as to cause
the reaction to take place to convert the volatilized alternate
fuel to the reaction fuel which is satisfactory for operating
While the invention has been described in detail in connection
with an internal combustion engine, the invention can be used
equally as well and in similar manner with any fuel burning
equipment. Thus, it can be used to treat material so it can be
used in fuel for furnaces and boilers in place of the normal
natural gas, fuel oil, or coal, or to power turbines in place of
the normal kerosene or jet fuel. The reaction chamber can be
positioned in the exhaust conduit, such as a flue or chimney,
similarly as it is placed in the exhaust conduit from the
internal combustion engine shown.
Rather than heating the reaction chamber with exhaust gases
from the fuel burning equipment being powered, and such heating
is presently preferred because such heating is integrally a part
of the equipment used which appears to provide optimum results,
the reaction chamber could be heated by other means. Such other
means, however, should be arranged to provide similar heating
and heat gradients as are provided by the exhaust gas.
Whereas the volatilization chamber is shown as heated by the
exhaust gas, the volatilization chamber could be heated by other
means or, depending upon the material used as fuel, the
volatilization chamber might not be heated at all. The important
thing is that the material to be used as fuel is volatilized in
the volatilization chamber so the volatilized material is drawn
into the reaction chamber. As used herein, the volatilization
chamber does not have to be a chamber as such, but may be any
means which volatilizes the alternate fuel. It could be a
carbuerator or an injection nozzle or other volatilizing or
spray means. Further, it is not necessary that exhaust gas be
combined with the volatilized fuel as it is in the embodiment
described. It has been found that in most cases the invention
works satisfactorily without exhaust gas in the volatilized
fuel. In most instances the volatilization fuel will be drawn
through the reaction chamber by a low pressure or a pump at the
fuel inlet of the fuel burning equipment.
The fuel pretreater of the invention is a novel discovery in
that it allows me to successfully operate fuel burning equipment
using alternate fuels. As such, I am able to achieve several
highly desirable goals, namely, the extraction of valuable
energy from alternate fuel while at the same time removing
alternate fuel from the waste stream; or, in the case of crude
oil, using this material directly thereby eliminating the need
to subject the same to the expensive and capital intensive
The present invention may be embodied in other specific forms
without departing from its spirit or essential characteristics.
The described embodiments are to be considered in all respects
only as illustrative and not restrictive. The scope of the
invention is, therefore, indicated by the appended claims rather
than by the foregoing description. All changes which come within
the meaning and range of equivalency of the claims are to be
embraced within their scope.
The GEET Fuel Processor is a Self-Inducing Plasma
Paul & Molley Pantone
The first working prototype was developed long before the
technical analysis was attempted. Plasma research is a fairly new
field of acceptable science. At this time most printed text is
from foreign Countries, and a majority from Russia.
The technology used in the GEET Fuel Processor is a combination
of the most basic scientific principles, most of which falls
within the normal rules and of thermodynamics. But some of the
70 simultaneous phenomenon are not found in those books, since
it is the combination of events, which is the body of this
discovery. Put quite simply, the exhaust heat is transferred to
the incoming fuel vapor, which must be maintained in a vacuum,
and the overall configuration provides a molecular breakdown
within the vacuum of all of the heavier elements. Therefore,
intensifying the vacuum, the speed of molecular breakdown or
reaction is magnified, and less heat is required.
The GEET Plasma unit generates several "electrical" fields at
the same time while operating, some of which are in opposite
direction and all are affected by the direction of mass movement
as well as by the gravitational field of our planet.
During lectures from coast to coast Paul and Molley have
explained that it is frequency and vibration that determines the
amount of plasma or energy being developed. Reseach in private
laboratories in Europe is helping to isolate some of the basic
field replication of the plasma generator that the Pantones need
for visible demonstrations.
Many attempts to use the external electrical mechanical devices
to enhance the production of Plasma in the GEET Fuel Processor
have all failed to show any promise, such as the Plasmatron.
This has occurred because the outside interference has opposed
the "natural" order of the energy, which must be self generated
to maximize the results, as well as will increase the
charge-discharge at specific needs of demand of the Plasma - or
GEET GAS. It should also be noted that using outside non-natural
heating diminishes the fields which are normally self generated.
The specific movement of vapor within the GEET Fuel Processor
is "focused" to exact flow direction and velocity being self
created thereby maximizing and intensifying the "field and
enhancing the molecular, or atomic disassociation. Without all
other natural elements increasing to equal proportions, one
cannot expect that merely increasing the Arc-Field will be the
main reason for specific success of any given substance to be
broken down to it's base elements. When the ideal Plasma has
been created is the time to begin increasing or decreasing all
parameters involved at their respective equal or balanced
increments to satisfy an increase or decrease in the Plasma
flow. In doing so one can increase the Plasma flow to a viable
delivery state for all commercial use demands. During tests the
over-reving to engines has startled engineers and scientists
from around the world, as engines are sped up to over twice the
normal rpm, and slowed down to a fraction of their normal idle
speed, with no noticeable vibration. Have you ever seen a 350
Chevrolet idle at 80 rpm? We have.
All of the currently studied Plasma generators, basically share
a design and operational feature in that they attempt to Push
the Fuel, under pressure, into a reaction, whereby a need for
outside energy to force the device to function. The most unique
feature of the GEET Plasma Fuel System is that by supplying the
fuel into the Plasma chamber in a vacuum and through a
longitudinal, natural release, causes a Radial reaction which is
self induced, which creates energy as electrons are pulled into
the reactin of plasma, instead of consuming energy. Thus the
Plasma becomes more "homogenized" with atmospheric air, causing
a well-blended fuel for final delivery.
An additional stabilizing feature within our system is the
natural circulation of opposing masses as a vorticular motion
within the Plasma Field, a condition as described by Molley
Pantone as Thermal momentum-or Inertia. Such field is caused in
part by the chamber beginning before and after the Field zone.
The size of the Field zone must coincide with the fuel and
parameters with specific limitations, dependent on the fuel
demand. Now we should also explaain that a small unit,
such as a 10 hp engine can be used as a "servant" to produce
fuel to be used by an un-modified larger engine or furnace, by
adapting pumps and only modifiying the air intake only.
Thus a 10 hp engine could make the fuel for a locomotive.
The exact length of the Plasma chamber need be adjustable to
fully accommodate rapid change of fuels when different blends
are being used. This is quite simple but requires some very
expensive equipment for analysis of the final exhaust for the
The "balance " point of a perfectly adjusted GEET Plasma
reaction chamber, will give the same temperature coming out of
the exhaust pipe as the ambient air, as well as the air quality
should be the same or a slight increase of oxygen coming out of
the tailpipe. So far the inventor has accomplished a 2% increase
in oxygen coming out of an internal combustion using crude oil
as fuel and a 3.5% increase using Battery acid mixed with 80%
saltwater. At the higher than ambient oxygen levels you normally
find ice forming on the exhaust pipes as a normal function of
When the Plasma field chamber is too short or too long for the
density of the fuel being used, it overheats the South end and
Chills the North end of the reactor, this also causes the field
to consume oxygen, instead of creating it. The direction and
configuration of the heat source is critical to the proper
balance of the reaction to create a Plasma. We have now learned
that down is the same as South in relationship to using a
compass, and therefore North is up.
Other Plasma generators, such as the copy cat from MIT, which
they call the Plasmatron, uses outside applied power to create
heat to run the units, but have extremely limited use and
output, when compared to the GEET system. Since the power output
of Plasma is constant and generates power we can only assume
that it is of a DC nature and is a constant output which we have
not yet attempted to harness. ( hopefully coming soon.)
There will be a large number of reports dating back to 1984
that the inventor was not ready to release until he felt the
timing was right. He feels the timing is now right and these
will be posted as soon as possible. If you would like to share
some of your experience with the inventor contact him at
And the World,
Paul & Molley Pantone
The GEET Fuel Processor... The Ultimate
Home Power Source
The Geet fuel processor may soon make it possible for you to
own the ultimate home production power plant... one that heats
your water, generates electricity, takes care of heating and air
conditioning, simply by utilizing waste heat from refrigeration
and applying it to storage or hot water, while the generator is
giving you all the electricity you want.
In simple definition, the GEET Fuel Processor could be called a
new type of carburetor with a miniature refinery built in. With
it, There is no need for catalytic converters, smog pumps and
many other costly items on cars , as the GEET fuel processor is
not just a fuel delivery system it is also a pollution
elimination unit! Your mileage will be greatly increased if you
are truly consuming ALL of the available energy From whatever
fuel you may be using.
I began working on the original concept of better mileage over
fifteen years ago, During the fifteen years of testing and
research, I was able to achieve the goals of ZERO pollution,
while running internal combustion engines on fuel such as crude
oil, battery acid, cleaning solvents, even gasoline... some of
the tests were done with mixtures with as much as 80% water
IMPOSSIBLE ??? SEEING IS BELIEVING !
Having demonstrated the GEET Fuel Processor countless times, I
heard over and over " thats impossible." Most of the hundred
scientists who have been invited to help in this project have
Refused to even come out to look at it, claiming it is
impossible. Yet after repeated showings , many potential
financial backers have depended on the professional opinion of
qualified people, who did not even take the time to even look.
One scientist -Jim _ who Wanted to help me was employed at a
major United States Testing Laboratory. We spent several days
reviewing how and why the device worked. Jim claimed he could
get all the necessary funding to get through the R&D stages
by telling the other scientists at work what he had viewed, Jim
told me to call him at work the following Wednesday.
When I , called the number I was informed that Jim was asked to
resign. They told me that Jim must have been doing some drugs,
if he truly believed that he saw a gasoline engine run on crude
oil with no pollution.
This type of response is very normal to this inventor. Many
sincere people have turned their backs and walked away, because
of the input of knowledge of others who laugh and say it is
absolutely not possible.
However , a few years ago , at a smog certification station in
California, this fuel system was demonstrated while being
monitored and videotaped. While running a gasoline engine on
crude oil, the final exhaust was actually cleaner than the air
in the establishment --zero pollution. This does not defy
physics, it only operates within the most basic laws of physics
in a unique manner. Basics of GEET technology
The GEET fuel processor is a self inducing plasma generator. In
my case, the working proto type was developed long before the
technical analysis was attempted. Plasma research is a fairly
new field of science. Most of the available text on this subject
are from foreign countries.
The technology used on the GEET fuel processor is a combination
of very basic scientific principles which fall within most of
the normal rules and laws of thermodynamics.
Put quite simply the exhaust heat is transferred to the
incoming fuel, which is in a vacuum, and the overall
configuration provides a molecular breakdown within the vacuum ,
the speed of the molecular reaction, or breakdown, is greatly
magnified. The GEET Plasma Generator
The phenomenon which occurs within and around the GEET Fuel
Processor, can best be described as controlled lightning. As
masses of cold and warm air colliding, an electrical discharge
occurs. The specific lengths of each colliding mass determines
the type and the amount of discharge.
It can be a bolt of lightning, or if the configuration of
masses is conductive to a radial type of discharge it may appear
as a ball of energy. Many discharges of this nature are so small
they are not visible to the human eye. Others are magnified by
moisture and radiate in an energy field which is visible as
When the electromagnetic field is radial as well as
longitudinal, and balanced to create the center of the plasma
reaction, maximum efficiency of the field is accomplished. This
is done within the GEET Fuel Processor, as the plasma is created
on demand. Using a steady self generated magnetic field one does
not have the problem of random Plasma clusters, as every
molecule is held as a constant potential contributor to the
demand and the demand controls the field which stabilizes itself
within a specific ratio.
The elemental components of the GEET Fuel Processor allow the
transfer of virtually all the generated heat into the plasma,
which further stabilizes the electromagnetic field, as well as
increases the electron flow at any specific need, on demand.
In the GEET device the plasma fields is generated internally.
Many attempts to use external electrical mechanical devices to
enhance the production of plasmas in the GEET fuel processor,
have all failed. This has occurred because the outside
interference has opposed the "natural" electromagnetic field,
which is self-generated in the GEET fuel processor. Thus the
entire magnetic field collapses and entire system shuts down.
In conventional generators, the means of introduction of the
magnetic flow is perpendicular or angled to the plasma tube
through wave guides, the effectiveness is diminished due the
turbulence created. By simply changing the position of the
electrode to the center of the plasma field, the turbulence is
eliminated, thus more usable energy is created. Furthermore,
less extraneous equipment is used to produce and control the
The movement within the GEET Fuel Processor is "focused" to the
specific flow direction of the Plasma being created, thereby
maximizing and intensifying the magnetic field and enhancing
molecular, or atomic, disassociation.
Without all other elements increasing to equal proportions, one
cannot expect that merely increasing the electric arc/magnetic
field will be the main reason for specific success of any given
test. When the ideal plasma reaction has been created is the
time to begin increase or decreasing all parameters involved at
their respective equal, or balanced, increments to satisfy an
increase or decrease in the plasma flow. In so doing one can
increase the Plasma flow to a viable delivery state for
commercial use. Plasma Flow
All the current studied Plasma generators, basically share a
design and operational feature in that they attempt to PUSH the
Plasma chamber. One of the unique differences of the GEET Fuel
Processor, is that reduced pressure (vacuum), PULLS the Plasma,
which enhances the homogenization of the newly created fuel.
An additional stabilizing feature within our Plasma unit is the
recirculation zone is through and beyond both ends of the
magnetic field, thus intensifying and further stabilizing the
plasma. The size of the recirculation zone needs to coincide to
all other parameters within specific limitations- depending on
the fuel source-and demand at any given time.
The exact length of the Plasma generation chamber needs to be
fully adjustable, to compensate for changes in the molecular
density or massive expansions of the fuel being used for Plasma.
An example of this would be when 20% battery acid is mixed with
80% saltwater and used as fuel; it needs a shorter Plasma
chamber than the one needed for Alaskan Crude Oil.
If the same or larger unit is chosen for the acid mix, the
normal running temperatures are exceeded, and the balance of the
plasma field is at its optimum performance when ambient air and
the final discharge are at the same temperature, and air quality
at both points are equal.
When the plasma field tube is too short or too long for the
density of the fuel being used, it overheats the high end or
forms ice on the low end, respectively. This characteristic is
further evidence by numerous tests. When pollutants are
noticeable there is an imbalance.
The direction and configuration of heat applied, was made on
many of the prior units to formulate conclusions. The specific
natural flow of self generated energy which does create its own
fields (outside of lightning, and natural phenomenon).
Other plasma generators using outside applied power seem to
have less technological reason and practical use than the GEET
fuel processor which requires no outside power. Since the energy
field which is radial and longitudinal, as well as self
generated and constant, we may assume that the current-voltage
characteristic of the GEET plasma field is a pulsating direct
current. New Theories Needed
With the proper team of open minded scientists, this technology
should be easily understood. since prototypes already exist. A
few months ago, when the inventor invited scientists from all
over the country, to help in compiling a reasonable theory or
formula for why the invention works, he found very few takers.
One scientist, Dr. Andreas Kurt Richter, spent most of a week
at the inventors home as a house guest. There were hours of
discussion on physics and unknown phenomenon. In a letter, dated
July 3, 1995, Dr. Richter states, I am a consultant to Paul
Pantone in the search for the scientific and technical
explanations to understand the operation of this energy device.
According to my present knowledge it should not work and I would
not believe it had I not seen it with my own eyes. It is my
opinion that Mr. Paul W. Pantone has invited an amazing energy
device or engine with potential as yet unheard of.
Another scientist, Dr. Grant Wood, has similar comments. Dr.
Wood has taught automotive science for most of the last 35
I am still seeking scientists, doctors, manufacturers, and all
other professionals to assist me, not only in this but hundreds
of other inventions and products and concepts. Testing
Getting testing done or the interest to get them done at such
places as Lawrence Livermore Laboratories, Southwest Research
Laboratories Universities, etc., is difficult. First you must
convince them it works, and then have a ton of money. These
laboratories have expressed that testing would be a waste of
money, and their valuable time. Most simply do not understand
To get testing done, the inventor went to numerous companies
including Cooper Industries, Briggs and Stratton, Waukesha;
(this list is quite long), and in most cases these industries
were not interested, even though many sent representative out
and can convey that the prototypes did in fact work. At first,
most of the tests were accomplished on small internal combustion
engines. Combustion studies were done in furnace applications to
enable the inventor a better fuel study.
In 1983, I approached the small engine manufacturers in an
effort to gain knowledge and technical support. Up to this point
I had used old beat up equipment for most of my testing. Briggs
and Stratton was the only company willing to discuss such
technology which is advanced, they wanted to be the first engine
company to go public.
A few years later in 1987, I did go to Wawatosa, Wisconsin and
ran this engine, hooked up to their testing dyno. These test
were done on crude oils, gasoline, and fuel oils, mixed with
water. They knew the engine worked and would be controversial
and suggested that I try to market the device the device in
third world countries. I still want to market the device in the
United States first.
A few test engines have been tested in cars. Now a 240 kW
Waukesha Generator (Model #H2475) has also been retrofit with
the GEET Fuel Processor and the only thing needed to get this
into production is automatic controls and money. A Pollution
Many have asked what the true value of this technology is. To
being with, please place a value on what would it be worth, in
dollars and cents, if you could just double the
mileage/performance on every car, truck, locomotive, ship,
furnace, boiler, hot water heater, etc., not to mention reducing
pollution, on a world wide application? The truth is that if you
only disposed of some forms of toxic waste, it would be
invaluable to man. And if you generated energy from raw crude
oil, without the need for refineries, this would satisfy many
countries all by itself.
Although the automotive field is very large, our global buildup
of toxic waste has become my first choice for production. This
can be accomplished in a reasonably short time by installing
electronic controls to the necessary control components.
Utilities and communities can greatly benefit from the GEET
Fuel Processor, while running power plants, desalinization
plants, pumping plants, etc., all the while getting paid to take
toxic fuel to run the plants. When toxic waste is transported
from coast to coast there is always a danger of accents, and by
locating toxic disposal units throughout the country this will
shorten the risk and distances traveled, providing more safety
to the public.
GEET (Global Environmental Energy Technology), was formed as a
holding company for this technology. Patent applications have
been filed for the US and foreign Countries. The GEET Business
Trust is exclusively authorized as the only licensing agency of
Since this technology was published in the Exotic Research
Report and its subsequent demonstration at the New Energy
Symposium in Denver this April, many developments have taken
place. Contracts are being prepared to utilize this technology
on locomotives and power plants in other countries and the
future looks promising.
However, I want to insure that the technology is not
suppressed. So in the interest of humanity, 1000 units of my
original prototypes are being made available at $2500 each.
A Ford Pinto 2300 Engine has been recently converted to use the
device and is now in the shop being tested. We are expending
every effort to make this unit available to Ford Pinto owners
(with the 2300 Engine) within the next 30 days.
To obtain a GEET device, contact me (Paul Pantone) at (801)
281-2462. For those who are attending the upcoming International
Tesla Symposium (July 18-21), we hope to have the car at the
symposium for demonstration as well as our smaller prototypes.
We will make a full demonstration of the engine.
JL Naudin Labs ~
[ Click here to view
full-size image ]
GEET Construction Plans
for a Small Engine (<20 HP)
Step 1 ~ Tools needed - pipe wrench, crescent wrench,
spring tube benders, pipe cutter, pipe flaring tool, allen
wrench, soldering equipment, file, and screw driver. Obtain all
your parts and tools needed for the conversion ahead of time.
(Parts List at bottom)
Most professional plumbing supply stores stock higher quality
parts compared to large home centers cheap plumbing parts. The
savings aren't that much on a small project like this. The most
crucial quality part is on the inner pipe, problems arise from
inconsistent wall thickness, out of roundness, thick weld seams,
etc on low quality pipe.
Step 1: Tools Needed ~
[ Click here for
larger image ]
Step 2 ~ Strip down the engine removing the gas tank,
muffler, and carburetor. Remove the mower blade and replace with
a 12" diameter steel disk flywheel of the same thickness as the
blade for safety.
Step 2: Stripped Engine ~
[ Click here for
larger image ]
Step 3 ~ Take the 1"x1/2"x1/2" reducing tees and mount
them on a 1" nipple (short pipe), and then using a lathe,
machine the end smooth and fly cut (bore out) the hole in the
end 27/32" (21mm) so that the 1/2" inner pipe will slide inside.
This procedure can also be done by using a drill press to drill
a 27/32" or 7/8" hole in the end of the tee and then use a file
to smooth the roughness off.
The 1/2" pipe connector and 1/2" tee will each need to have one
end smoothed off as well to receive the copper washers as a
Step 3: Tee & Connector ~
[ Click here for
larger image ]
Step 4 ~ Have a plumber or plumbing center cut your
inner reactor 1/2" pipe to 16 + 7/16" and thread both ends. Use
Black Pipe here because galvanized pipe gives off toxic fumes if
heated too much. File the 12" x 1/2" multi-fuel steel rod to a
bullet point on one end only. (7 + 3/8" x 1/2" for gasoline
only) This will keep you out of trouble later if you can't
remember which way the rod points. The engine will not run if
the rod is put in backwards after it has a magnetic signature.
Assemble the parts in order as in the above picture using the
7/8" / 22mm copper.washers used in oil drain plugs for cars. (2
- 1"x1/2"x1/2" machined reducing tees joined by the12" long 1"
nipple, slide the 16 + 7/16" long 1/2" reactor pipe inside, add
a copper washer on each end and then add the 1/2" tee, 1/2" NPT
/ 1/2" Brass Male Flare Fitting, and 1 1/2" nipple, and 1/2" Air
Step 4: Plumbing Pipes & Rod ~
[ Click here for
larger image ]
Step 5 ~ Assemble the other valve component
subassemblies above. The 1/2" thick steel intake / exhaust
adapter plate above is used only on some engines like "Tecumseh"
and Overhead Valve Engines (picture 9). Add a 1/2" NPT /
1/2" Brass Male Flare Fitting to the Intake on the adapter
Some "Briggs and Stratton" engines, etc usually
already have the exhaust threaded for 1/2" pipe, but the intake
is on the other side of the engine causing longer hose runs.
Also a compression pipe connector or a piece of rubber hose with
clamps will need to be connected from the engine intake to the
(1/2" valve (Auxillary Bubbler Valve), 1 1/2" x 1/2" nipple,
1/2" tee, 1 1/2" x 1/2" nipple, 1/2" valve (Throttle/Bubbler
Valve), 1/2" to 1/4" pipe reducer bushing, half of 3" x 1/4"
nipple.) and (Muffler, 1/2" ball valve (Optional - Back pressure
valve), 3" x 1/2" nipple, 1/2" tee, 1/2" to 1/4" pipe
reducer bushing, half of 3" x 1/4" nipple, 1 1/2" nipple.)
Step 5: Valve Components ~
[ Click here for
larger image ]
Step 6 ~ Assemble the sub-assemblies onto the reaction
chamber above making sure to install the 12" rod inside pointed
away from the engine. Now it's time to start on the bubbler.
Step 6: Finished Reactor ~
[ Click here for
larger image ]
Step 7 ~ Take 10 3/4" x 1/2" copper pipe and solder a
copper 1/4" NPT - 1/2" pipe adaptor on one end and a 1/2" cap on
the other. Drill a 1/16" hole through the cap, turn 90 degrees
and drill through again, also one up through the bottom. Take
the other 1/4" NPT - 1/2" adaptor and cut off the thinwall
portion to make a pipe nut and file smooth for inside the
Step 7: Bubbler End & Pipe Nut ~
[ Click here for
larger image ]
Step 8 ~ Take a 1 gallon anti-freeze jug and drill a
1/2" hole near the top of the jug and through the cap as
illustrated. Assemble the parts together in the following order.
(Hose, half of 3" x 1/4" nipple, 1/4" pipe connector, short 3/4"
nipple, bushing, hole in jug, bushing, and pipe nut.) and (
(Optional - Back Pressure Hose), half of 3" x 1/4" nipple, 1/4"
pipe elbow, short 3/4" nipple, bushing, hole in jug cap,
bushing, and soldered pipe.)
Step 8: Bubbler & Hoses ~
[ Click here for
larger image ]
Step 9 ~ The port adapter was formed by cleaning the
intake and exhaust ports off. Then dipping a finger in the
exhaust port to get some soot to rub on wide masking tape taped
over the ports. This then leaves a perfect template to then tape
into a 1/2" thick piece of steel , then drill the mounting and
the port holes and tap the ports with a 1/2" NPT thread tap.
Step 9: Exhaust & Intake ~
[ Click here for
larger image ]
Step 10 ~ Use 1/2" tubing for 10 HP or less (* 5/8"
tubing and flare fittings for 10-20 HP) with a 1/2" tubing
spring bender and form a loop, then remove the spring. Slide the
flare nuts on each end, and then slide the flaring tool on so
that the pipe sticks out about 3/16", make the flared ends.
(Air-Conditioning supply houses carry flare fittings if you have
difficulty finding them.)
Step 10: Tubing Loop ~
[ Click here for
larger image ]
Step 11 ~ Assemble all the parts onto the engine, and
then add a 1" pipe support or 1 1/4" exhaust hangar. Fill the
bubbler up no more than 1/4 full till you get used to using it
(up to half full later), have someone steady the jug while
starting the engine so it doesn't spill into the hoses. If wet
fuel gets on the reaction rod it will stop running, you'll have
to dry your rod and hoses out. You can hang it from the mower
handle if you like later after it's started.
You must point the exhaust end of the rod due North while
starting the engine the first time and let it run for 30 min to
"burn in the rod". The rod will self center magnetically by
itself after it's running or you can weld three bumps on each
end to center the rod (file them to fit snugly).
Leave the optional back pressure valve full open, open the
throttle about halfway and crack open the mixture valve, and
start the engine by varying the air mixture valve. If it's very
cold you will have to choke the engine by blocking off the air
valve with your finger. Then slowly increase the throttle wide
open while adjusting the air mixture valve.
The engine will turn over easily if you are near the right
setting, if it's very hard to pull, readjust the throttle or air
valves. Make sure to paint all external pipes and connectors
with High Temperature Grill Paint or they will rust very quickly
afterwards. (Except copper, brass or galvanized)
Step 11: Finished Conversion ~
[ Click here for
larger image ]
Step 12 ~ For an installation on a generator, you can
also use 90 degree elbows to keep the pipes within the cage.
Mount the GEET Fuel Processor as far away as possible
from the generator magnetic field so they do not interfere with
each other. Also be very careful with credit cards in your
pockets or video cameras, etc from getting too close to the
engine while it's running so they won't be erased.
Step 12: 5 KW GEET Generator ~
[ Click here for
larger image ]
Finally: Experiment with the optional "Back Pressure
Valve" to run closed loop on alternative fuels, don't use
hydrocarbon fuels, because they will be contaminated with water
from the exhaust (Hydrogen and Oxygen combining). Different
materials for the inner pipe and reaction rod. Different rod
lengths and also threaded rods, engine side of the reactor
locations for the air mixture and/or throttle valves, exhaust
heated copper tubing from the bubbler to the throttle valve, 5
gallon bubblers, double bubblers for non-soluble fuels, vacuum
gages, etc, etc, and also "alternative fuels".
The beauty of this design is that it can be reconfigured in
minutes.We plan to set up a 900 number shortly for technical
questions, no calls for technical information will be taken at
the main number. We also set up a newsgroup and FAQ for
experimenters to exchange information and new discoveries. Have
fun with it and let us know how it works out!
Additional note: It has been found
that the 1/2" reaction rod inside the pyrolitic chamber gives
a bit too much clearance. It is recommended to use a 9/16"
steel rod for the reaction rod.
Note: Some Engines Only --- 1/2" Steel Adapter Plate
with 4 flush 3/4" Allen Screws and 12" steel disk
1 - 16 7/16" x 1/2" Black Pipe - (Cut + Threaded)
1 - 12" x 1" Black Pipe Nipple (painted)
1 - 12" x 1/2" Steel Rod
2 - 1" x 1/2" x 1/2" Galvanized Reducing Tees (Ward - best)
2 - 22mm / 7/8" Copper Oil Drain Plug Washers
1 - 2" x 1/2" Galvanized Pipe Nipple
1 - 1" Galvanized Pipe Hangar with Bolt & Nuts
4 - 1 1/2" x 1/2" Galvanized Pipe Nipples
1 - 3" x 1/2" Galvanized Pipe Nipple
4 - 1/2" NPT Ball Valves (B&K - best)
1 - 1/2" Galvanized NPT Muffler
3 - 1/2" Galvanized Pipe Tees
2 - 1/2" x 1/4" Galvanized Pipe Reducing Bushings
1 - Can Hi-Temp Grill Paint
27" - 1/2" Copper Tubing (* 5/8")
2 - 1/2" NPT / 1/2" Brass Male Flare Fitting (* 5/8")
2 - 1/2" Brass Flare Nuts (* 5/8")
1 - 1 gallon Anti-Freeze Jug
4 - 1/2" Galvanized Hose Clamps
6' - 1/2" ID Clear Vinyl Hose - (cut in half)
2 - 3" x 1/4" Galvanized Pipe Nipples - (cut in half)
4 - 9/16" Galvanized Bushing Washers - (1/8" thick)
1 - 1/4" Galvanized Pipe Elbow
2 - 3/4" x 1/4" Galvanized Pipe Nipples
1 - 1/4" Galvanized Pipe Connector
1 - 10 3/4" x 1/2" Copper Water Pipe
1 - 1/2" Copper Pipe Cap
2- 1/2" x 1/4" NPT Copper Pipe Adapters
Your Support Maintains This
Rex Research Civilization Kit
Your Best Bet & Investment in
Sustainable Humanity on Earth ...
Ensure & Enhance Your Survival &
Genome Transmission ...
rexresearch.com on a Data DVD !
USA / Canada : $ 13 Postpaid // Foreign :
$18 Postpaid >>
Rex Research, POB 19250,
Jean, NV 89019 USA