Our engines burn fuel in a cylinder that generates heat that exerts pressure on a piston, which is connected to a crankshaft that rotates to produce motion power.

The type of fuel used dictates the amount of propulsion(useful energy) and heat (wasted energy) generated. A fuel that explodes generates more propulsion and less heat than a fuel that burns.

Describing the two basic types of fuels used in bombs, percussion and incendiary, will help explain this concept. A percussion explosion will destroy a brick building but not generate much heat or fire. An example is nitro -glycerine, used to extinguish oil fires. The dynamics of the explosion chases the flame front or heat of the combustion far enough away from the oil without generating more heat. This uses the oxygen completely and pushes the heat away so that the oil doesn't re-ignite. Percussion explosives have a singular specific boiling point, and the molecular structure of each molecule is identical causing the fuel to react together and immediately. This is the type of reaction used in any super carburetor process. It causes the dynamic motion action which generates greater pressure with much less fuel and generates much less wasted heat. It has been noticed that these systems ran much cooler even to the extent that a man named Pogue ran a car with no radiator system for an extended time with no engine damage using his system.

Incendiary fuels burn and generate heat slowly causing a building to catch fire and burn. The flame front is slower, and doesn't cause the dynamic explosion of a percussion fuel. Incendiary fuels are made up molecules of many different sizes having a wide range of boiling points and a greater variance in molecular structure. These react slower in burning in progression as they reach different boiling points. Only vapor burns. Any liquid must become vapor before it burns. This is the process used in today's cars. It causes more heat to be generated and not as much pressure for dynamic motion. This requires more fuel to achieve the motion produced. Today's gasoline has a boiling point ranging from 130 degrees to 430 degrees Fahrenheit or 54 degrees to 221 degrees Celsius. When ignition occurs, the lowest boiling temperature fuel burns first and the heat from it is used to boil the next higher boiling temperature fuels. So that they can burn the up the levels of the fuel to push the piston down then when the exhaust valve opens and the fuel continues burning in the exhaust system.

When applying this understanding to any of the many supercarb systems over the years, there were two basic ways that achieved the percussion type reaction to power the engine more efficiently. Both basically vaporize the fuel. The first and easiest is fractionalization which distills the fuel and burns each level of it simultaneously because each level will consist of similarly sized molecules. Vapor systems that reticulated fuel work on this principle. The problem here is that the fuel that boils over 350 degrees Fahrenheit is left unused in the tank. If it is a water heated system then more fuel will be left depending on the vacuum and the highest temperature of their unit. Thermal Catalytic Cracking (TCC) is the other method and is the more efficient of the two.

TCC causes the molecular structure of the entire fuel to be changed by breaking the larger multiple carbon molecules into much smaller singular carbon molecules. The entire fuel is then made up of similar small molecules. You get methane and methanol and all the molecules now have comparable and much lower boiling points. When it ignites, it burns completely and instantaneously and the energy is transformed more efficiently with a smaller charge. This cracking action uses all the fuel instead of leaving leftover high boiling point fuel that normally burns in the exhaust pipe or is reburnt in regular exhaust catalytic converters if enough oxygen is present. If not it just goes out unburnt to pollute out air. The car companies converter does help for reduced pollution some, but the energy is wasted heat and isn't moving you down the road.

What is basically happening with any successful supercarb system is that the fuel is being converted completely into vaporous natural gas and methanol before getting detonated in the engine. There is a distinct advantage to this over the standard system used in today's natural gas powered vehicles. That system pre-stores the natural gas in very high pressure tanks that could cause very large explosions when ruptured. Also a natural gas system cannot recover waste heat as much in that TCC is an endo thermic reaction. This reaction can take waste heat energy and change it back to chemical energy, specifically, the molecular weight of the water into hydrogen and alcohols as fuel. Also a water injection system is used to quench the explosion and the pressure expansion characteristics of steam help to keep the engine running even cooler and more efficiently.

Some previous attempts to produce high efficiency carburetors used one or both of these processes, but usually did not run very long. It was not realized by the builders of these vaporizing systems that the metal of the vapor chamber itself was acting as a catalyst. These systems soon lost efficiency because additives in gasoline coat the metal of the vapor chamber and prevent the catalytic action from taking place. Since previous inventors didn't realize what was actually taking, place they were continually mystified by their system's apparent failure after a certain amount of running time.

Others have been aware of intricacies of the system fora good many years but for various reasons have kept quiet about what they know. It is interesting to note that lead was not added to gasoline until the time of the Pogue carburetor in the l930's. Also, understand that to eliminate the ping or knock in an engine you eliminate the larger high boiling point hydrocarbon fuels, the diesel end. Ping or knock is caused because under compression, the larger molecules are forced too close to oxygen causing spontaneous ignition, burning before the top dead center and spark plug firing timing. The smaller the molecule the greater the octane rating, the high test fuels just have more of the fuel that boils at lower temperature and a lower top boiling point. 380 degrees instead of 430 degrees for regular fuel. Natural gas has an octane rating of about 120. this means you can run a higher compression. (End of book quote)

The book goes on and gives the patent explanation but understand the Hydro-Boost is generating Hydrogen that will combine with gasoline or oil to form this natural gas methane that is more explosive. But you just generate a small amount at a time, safely.