Vapor ICE: Theorycrafting for the Engineering GLPer

Hola guys, I'm starting this thread in hopes of chatting with other alternative fuel engineers on this site about the long fabled 150MPG style ICEs we've been hearing about the last 50 years.

Now, before you try and explain that the entire concept is a grease monkey pipe dream, I've a few things to point out about the designs you've probably seen in youtube videos and various magazine articles over the years.

1. The majority of designs on the internet are incorrect, as most use the excess heat of the engine to vaporize the fuel beforehand and feed it into the intake manifold in place of a carb, or, on cheaper kits, directly into the carb. The excess heat of an engine generated during the process of vapor combustion is minimal, being between 50-100 degrees Fahrenheit with no cooling system, and probably lower depending on external temp if you still were to use a cooling system (continuing to use a cooling system would actually be a redundancy, you could cut the weight of the vehicle and further increase efficiency by dropping a radiator and fan completely). So, no heat, no vapor, debunked yes? Wrong.

Answer to problem one: DFI. Modern vehicles with fuel injection already use a pressurized gas line connecting to an injector that averages mist droplet sizes of between 120-140µm. You need no external heating source to induce proper vaporization if you changeover a DFI Block's injectors to misting at 10µm, which is considered to be the most efficient size for complete combustion of petrol based fuels.

2. The idea that heat is the primary force acting within the ICE is a complete and utter line of bullshit, spun up by Big Auto and Big Oil, and championed everywhere by so called "experts" who paid a lot of money to go to schools nationwide filled with instructors teaching from books influenced by the Transportation Cartel. Heat is a waste product generated via incomplete combustion, with mechanical force being generated by the rapid expansion/oxidation of the primary power source. This ones kinda like the chicken and the egg argument. Lets think about what combustion is. Rapid Oxidation. Burning. The type of combustion going on within an engine is very rapid, explosive combustion. The energy carried within each molecule does not change based on state of matter, due to the law of conservation of energy within a closed system, so no matter what, combustion will release the same amount of energy from either 350cc of 10µm gas particles or 350cc of 120µm, the difference is, a complete burn at 10µm will release much more energy in a purely kinetic form(the rapid expansion) than it will as heat, as opposed to larger droplet sizes, which have a much more even ratio. Build a small one cylinder engine and test it out if you don't believe me. A complete burn also leaves you with a dramatic reduction in emissions, meaning no need for catalytic converters or other emissions equipment, which means even more efficiency, and even more horsepower.

3. It's not a garage kit project. The construction of a changeover unit for modern vehicles sounds easy in principle, and was said to just be a certain carb you could pop on your intake back in the 70s, but it really isn't. There are still unanswered questions about what type of pressures to expect from the mechanical force generated via vapor combustion, the pressure ratios needed to keep power and efficiency up, and whether or not a spark plug would even be needed for such an engine, as pressure alone on fuel vapor could be enough to ignite the burn (this is very important for the changeover, if a sparkplug is not needed you can cut out plug wires, plugs obviously, and distributors, basically using a diesel engine as a starting block for the change instead, this might be a wise idea actually as the increase in pressures from combustion would be easier to manage in a cast iron diesel block rather than in the half aluminum unleaded blocks of today. It would also be possible to pipe gas "fog" that's generated using an ultrasonic fogging unit into a carb and skip DFI, however, that leaves you with a vehicle much more prone to explosion during any type of accident involving impact with the region of the car housing the vapor chamber and vapor lines.

I'm open to all criticism and all thoughts, as anywhere I can be proven incorrect is an area for improvement, but the principle of the idea works damn well in my opinion, and I have seen one of these units in action before, my Dad has an old 74 fire-bird with a vapor carb kit, but it only works as advertised if enabled after preheating the engine with normal combustion, and then it only works until the heat dissipates, at which point it kills itself off due to the lack of a heat source to generate said vapor from liquid gasoline.

So, thoughts?