Thanks for this added information. I did not mean to suggest that I had done some in depth searching as I have not nor did I mean to imply that this system doesn't work (maybe I did but I had not found a lot of positive to support and as I said some people suggest it doesn't/wont work). As you say "if you know where to look" is important. I had done a simple google search and came up with what I suggested. I would be happy to see better test/science if you would care to provide some links. Meantime, good going on your projects and results.
Since I may be in a position where this technology would be a benefit, I am interested and will continue to follow. Thanks.
No problem, we understand the skepticism.
The first thing to consider is that this technology and science has been in development for over 50 years. It's not some new flash in the pan miracle carburetor. The science is sound and is proven out in real world situations every day. The people that suggest that it doesn't or cannot work simply do not understand the system. The lineage comes from the Gardner carb that the Brit's lay claim to, and the seemingly concurrent work done by Edmonston on this side of the pond. Those include the Lake Injector (1968), Pos-A-Fuel, Lectron, EI Blue Magnum and the Quiksilver I and II.
Improved efficiency is measured in several distinct ways. The one we all know and love is improved torque and horsepower, the second and somewhat less interesting is fuel economy, lastly decreased emissions. LeRoy would always say it's all about the fueling, and the reason he and Stu Hilborn brought the goods when it came to their Bonneville records. I concur. Nitro and/or Methanol do not appreciate extremely fine atomization, in fact the wetter the better in most applications. Gasoline engines on the other hand, within the tolerances of fuel stability at big HP numbers and the ever present detonation and pre-igntion concerns can greatly benefit from very fine vapor. This is the first important aspect of this fuel system. The flat ground metering rod, working as a wake generator, creates very small vortices that further amplify the vaporization potential of the fuel, in addition to the high velocity effect provided by the unique patented venturi shape.
The float bowl pressurization circuit is also unique and provides both ambient air density correction and top end fueling performance. The air entering the scoop remains relatively stagnant through the majority of throttle opening until somewhere near 7/8th to wide open where it then turns into dynamic flow, pushing the fuel out of the bowl at greater than atmospheric pressure. This is where the experts get confused, and I won't go into any great detail, but where they err is that they have a hard time recognizing the fluid communication between air and a liquid. It's literally an inverse power-jet, or annular booster if you will, instead of sucking fuel up a hose or passageway and then discharging it directly into the air stream, it hammers fuel up the main circuit (metering rod) where it can still benefit from the atomization effect of the metering rod. Unlike a booster which is in effect simply raw fuel.
I apologize to have started the intrigue and then have to duck off of here for a week or so while we attend the AIMExpo. After I return I will provide more information.
Disclaimer: I am the founder and Chief Technology Officer of Technology Elevated, SmartCarb. My Dad is LeRoy Neumayer and I am a Bonneville veteran. It's likely I have already met some of you. The last thing I want to do is to get on here and appear markety, my only intent is to provide clarification so I will do my best to keep it to the facts.~Corey