Technology News - Do you have a vehicle that performs poorly? With the FuelReducer hp you get better performance and better fuel efficiency. Immediate better response. Independent and consumer tests show that the FuelReducer hp allows you to accelerate quicker. Vehicles that lack power now have a new life just by installing a FuelReducer hp. Whether you own a Mustang GT or minivan the FuelReducer hp can enhance performance and reduce fuel consumption at the same time. Customers are claiming that after installing a FuelReducer hp they can accelerate so quickly that they can now burn rubber. They are very pleased with the better throttle response. One customer with a 2004 Mustang GT V8 says the FuelReducer hp works awesome. All are stating a noticeably better throttle response.

The Canadian owned and operated company FuelReducer has developed and is now selling other fuel reducing devices that have proven fuel reduction results. The FuelReducer Pro is made for cars and trucks with either 3/8” or 5/16” metal fuel lines and it has added 2 to 8 mpg to the fuel efficiency of the vehicles they have been installed on. They reduce the demand for fuel by 10 to 45%. The FuelReducer Oi is for oil heating furnaces and it can save as much as 25% on your oil heating fuel bill.

Dozens of independent and consumer tests have been performed with the FuelReducer and they confirm that the FuelReducer does work. The results proves that the FuelReducer is not a scam. The tests were done using one or all of the following methods:

1) Driving the vehicle for a month without a FuelReducer and recording the mileage and fuel consumption for that period. After one month elapsed a FuelReducer was installed and the vehicle was again driven for a month and the mileage and fuel consumption was recorded. After the month elapsed the numbers were compared and the results showed a clear fuel efficiency increase of as much as 8 mpg.

2) The test vehicles were hooked up to laptop with a state-of-the-art engine diagnostic program and were driven for an hour. During the hour of driving the mileage, RPM, air fuel mixture, O2 readings and fuel efficiency were stored by the program in a log file. The vehicles then had a FuelReducer installed and driven again on the exact same route as the previous test and for the same distance. During the second road test the mileage, RPM, air fuel mixture, O2 readings and fuel efficiency were again stored by the program in another log file. Comparing the 2 test results log files again showed a clear fuel efficiency increase. The test also showed better response and acceleration with a FuelReducer installed.

3) The tests vehicles with a factory installed on board computer display of the fuel mileage for the vehicle was noted and recorded without a FuelReducer. In town and highway fuel efficiencies were recorded before a FuelReducer was installed. A FuelReducer was then installed and the vehicles were once again driven in town and the fuel efficiency recorded from the vehicles’ factory installed on board computer display. The same vehicles were then highway driven and the fuel efficiency recorded from the vehicles’ factory installed on board computer display. The vehicles’ on board computer displays also showed a clear fuel efficiency increase.

4) The FuelReducer Oi for oil heating furnaces, was tested in several private homes and in a 20 unit apartment building. The home tests reported that they saved from 190 to 221 liters of oil. The test for the 20 unit apartment building was carried out by a heating service technician. The service technician reports that the FuelReducer Oi saved as much as 25% on oil heating fuel. There was no negative effects reported. No heating of the oil or pump and no added stress to the pump.

What are you waiting for? Better response, better performance and better fuel efficiency all rolled up in the FuelReducer hp. Lowering your home oil heating bill by as much as 25% with the FuelReducer Oi. Adding up to 8 mpg to the fuel efficiency of your vehicles with the FuelReducer Pro. FuelReducer has a product for everyone.

Charles Nelson Pogue invented a carburetor that vaporized gasoline, instead of nebulizing it into tiny drops, thus dramatically increasing mileage per gallon of gasoline used.

Pogue Carburetor - A press report from that time read as follows:

Double-Mixing Carburetor Increases Power and Mileage

A NEW carburetor that makes mileage of 200 miles per gallon a possibility has been invented by a Winnipeg, Can., engineer. It has been tested and examined by several automotive engineers who claim it is entirely feasible in its action.

C.N. Pogue, the inventor, supplies his carburetor with two mixing chambers instead of one. The gasoline is vaporized in the primary chamber and before being used is sent through another mixing chamber. Here, since it is vapor that burns and not liquid gasoline, the gasoline is further vaporized into a still finer mixture. This insures more power and mileage from usual quantity of liquid gasoline.

The main factors that affect gasoline ignition is Air fuel mixture. Air fuel mixture must be between a 7:1 and 20:1 ratio to ignite properly. When the engine is cold it may be hard to obtain even the leanest ratio because the fuel may not vaporize sufficiently. This ratio is increased by the use of a choke (or now a fuel injector system). A choke literally chokes the engine of fuel - cuts off flow to the bare minimal until the engine reaches operating temperature. Once the engine is warm enough you would disengage the choke to allow normal fuel flow. The temperature definitely has a great affect on ignition. At lower temperatures, less evaporation, therefore smaller surface area then gasoline in a vapor form.

Gasoline in a vapor form is better because it has a larger surface area for the reaction (combustion) to take place. Temperature has a profound affect on the carb jetting because of the changes in air density. When the air density increases, you will need to richen (add more fuel) to the air-fuel mixture to compensate. When the air density decreases, you will need to lean-out (reduce the fuel intake) the air-fuel mixture to compensate.

Factor that Affect Air Density is air temperature. As the air temperature increases the air density becomes lower. This will make the air-fuel mixture richer (more fuel consumed). When the pressure decreases, the opposite effect occurs - less fuel consumed.

The concept of gasoline vapor induction goes back at least as far as 1915 with patents illustrating how gasoline in a gaseous state is explosive, hence dynamic. Gasoline in a liquid state must be converted to a gas before burning can take place; it’s the rapid burning that causes the air and fuel mixture to expand, hence a downward force during the power (down stroke) stroke of a piston in a reciprocating engine.

Since vaporization occurs for the burning process to conclude, Gasoline Vapor Induction (also referred to as GVI) simply pre-stages the gasoline to release the hydrocarbon in a gas form early on in the process. This phase change allows the hydrocarbon to release its energy dynamically (like a stick of dynamite) versus thermally (like a corked tea kettle as it starts to boil).

Atmospheric pressure abounds on planet Earth, and that is a large factor in determining the state of matter in our troposphere. In order to boil a liquid (convert from a liquid to a gas) the atmospheric pressure must be overcome. One common way to do this is to add heat (increase the average ambient kinetic energy per cubic inch) until the molecules are excited enough to break free from the meniscus of the liquid. This is a high-energy mechanism to accomplish a natural phase change in matter.

A low-energy solution was discovered by inventor George Talbert in the 1960’s; remove the atmospheric pressure and the compound (when possible) converts to a gas in favor of its’ self-defining properties. Gasoline is abundant with such compounds; hence it releases the hydrocarbons in gaseous form readily at less than one atmosphere.

George Talbert’s Fuel vaporizing system on a 1981 Oldsmobile.

The first step in the process is to capture fuel in a liquid state from the fuel pump. This is accomplished with a fuel filter containing two output fuel line connections. Connected immediately after the fuel line filter/splitter, is a fuel line connected to a vaporization canister.

This particular vaporization canister was made from an exhaust pipe reducer/coupler. The reducer has a float connected to the incoming fuel line. The float allows the canister to only fill to the one-half-way point with liquid fuel, and then the float closes the fuel supply to the canister. The exhaust pipe reducer/coupler is sealed at both ends with metal disks that are welded on each end to create an atmosphere resistant container. The top of the canister has a small (1/32 of one inch inner diameter) copper line that protrudes through it; it is also sealed from atmosphere, by a solder joint.

The copper line is snuggly connected to a vapor line, and the other end of the vapor line is connected to a spacer plate that is below the base plate of the existing carburetor, which was installed at the factory in 1981. The carburetor was modified by removing the fuel rods during a rebuild, and the jets were soldered shut. No fuel passes through the carburetor as the fuel line to the carburetor was removed and sealed with a bolt and hose clamp.

In the spacer plate at the top of the intake manifold is an infuser. There is nothing special about the infuser, it is a fuel rod made of copper with dozens of tiny holes drilled throughout its’ length. The copper fuel rod is inside of a metal outer rod that is spaced 1/32 of inch around the fuel rod, covering the fuel rods’ entire length. The metal tube that encases the fuel rod has small holes drilled at 45 degrees and 90 degrees.

When the piston travels its’ down stroke path into the cylinder of the engine block, a vacuum it created. That vacuum is transferred (via the vapor line mentioned earlier) to the vaporization canister. Inside the canister the atmospheric pressure is reduced causing the fuel to convert to a very fine atomized mist. That mist is carried via the vacuum line to a flow control valve (used to meter the amount of vaporized fuel particles available to the infuser) and then to the infuser at the base of the carburetor. Above the infuser is a throttle plate and below the infuser is a throttle plate. The plates are comprised of butterfly cover plates connected to the throttle linkage and a return spring. A common linkage to keep them synchronized connects all the throttle plates.

When the gasoline fog (fine mist) reaches the infuser, heat and airflow come into play. It has been noted that more humid atmospheric conditions create a smoother operating engine. The gasoline fog converts into a gaseous hydrocarbon in the hot infuser and mixes with the incoming air. The air fuel mixture is drawn into the cylinder and an explosion occurs thus driving the piston downward by concussion, versus rapid thermal expansion; and an economy of force per cubic inch of fuel expended is achieved. The isometric mixture seems to remain near fifteen parts air to one part fuel, but a more powerful explosive force precedes a turbulent concussive shockwave driving the piston. Due to the more volatile state of the air fuel mixture, the timing was set to 4 degrees before top dead center versus the factory setting of 18 degrees after top dead center. The spark advance is currently not in use due to the disconnection of the accelerator pump.

Originally the accelerator pump was to be used (as illustrated in the drawing) but the decision to bypass it was finalized during construction of the actual working model. The flow control is manually set for optimal performance during each operating cycle of the engine. Temperature and humidity do effect the operation of the engine; the vapor flow can be altered via setting the valve to more opened, or more closed to smooth out the operation of the engine. By setting the flow control valve, acceleration can be achieved while bypassing the accelerator pump.

I am in the process of developing a revised version of the FuelReducer that will fit the rubber and plastic fuel lines on boats, motorcycles and ski-doos. The principle is the same. Instead of compression fittings the new unit will have the required barb ends to insert in the rubber and plastic fuel lines. As soon as they become available I will add them to the FuelReducer website.


To buy the FuelReducer other than online, drop into any one of the following distributor locations. These locations may sell for more than the online price. Call for in stock availability. Some distributors also install the FuelReducer. If you would like to be a distributor please use the contact form. Only people with an established business like a auto repair garage or auto parts retail outlet need apply to be a distributor.

HIGHLAND Auto Repair
Retail and Installation location
38 Automatic Rd
Brampton, Ontario

Tel: (905)463-6363

NAPA Auto Parts
10 Cunard St
Richibucto, NB, E4W 3Z1

Tel: (506)523-4496

Kent Auto Parts Ltd
181 Irving Blvd.
Bouctouche, NB, E4S 3K3

Tel: (506)743-8955

Gautreaus Auto
227 Old Shediac Rd
Memramcook, NB Canada E4K 1V2

Tel: (506)758-9454