Pantone Motor

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The ed uc a tiona l series c overing c lea n energy tec hnolog y towa rds build ing our c hild ren

a future. Panacea-BOCAF is a reg istered non-p rofit orga nization, dedic ated to

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Over View

The m ate rial published here to ensure d issem ination and help spread the wo rd to help 

Paul Pantone p lease c onsider this, always seek a p ersona l lic ense e tc be fore using a ny 

of this. The GEET Sc hoo l will be sta ting some tim e in 2010, please c onta c t Panac ea for 

any interest. 

The Pantone Motor

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The Pana c ea GEET Converted Law n Mowe r

By our expe rienc es, we k now tha t a c ar can run with 5% of oil and 95% of wa ter.  – 

http://quanthomme.free.fr/  -English translated URL 

GEET is an a c ronym for Glob a l Environmenta l Energy Tec hno logy. GEET is a reg iste red

trademark of Globa l Environmenta l Energy Tec hno log ies. The GEET multi-Fue ls Proc essor

is pa tented tec hnology (US005794601A1) by the inventor Paul Pantone. Resea rc h on this

type o f fuel reformer was sta rted by Jea n C ham brin and o thers around the wo rld.

Chambrin's is patented under patent numbers WO8204096 & WO8203249.

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Source 

There is a vast dissem ina tion of rep lications using GEET va riants in the c ountry of Franc e .

Mo re tha n 100 suc c essful rep lica tions of this tec hnolog y have b een rep orted . The

Frenc h sta rted making GEET va riants based on the free GEET p lans whic h first surfac ed

in 1998. A Frenc h Farme r sta rted mixing c onc ep ts of “ wa ter do p ing” with the GEET

c onc ep t (Giller Panto ne m ethod ).Water do ping a llow s for a b etter co mb ustion, a

de c rea se in fuel c onsump tion a nd de c rea se in po llution a nd is not new . As far ba c k as

1901, a Frenc h Eng ineer, Mr. Clerget d isc overed it, it wa s used in 1942 by a rmy a ir force,

then in Formula 1 during the 80’ s and still now in som e c om pet itions in Ca r Ra lly.

These G EET va riants ha ve a lso m ade it into c om merc ial kits c a lled the

“ SPAD/ Retrokit/ Nano by HYPNOW and rec ently to the Ec op ra kit. More information

below. 

French Newspa pe r artic les

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Link to Frenc h a rtic les Ab ove you c an see ma ny Frenc h exam ples of the G EETtec hnology being used in trac tors, generators, cars, lawnm owers, c ranes and ma ny

others! The tec hnology is even be ing used in a helico pter. More app lica tions are

possible .

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Reference 

Trac tor c onve rted by tr24jdeere2 – GEET “ SPAD” system is pic tured in the c enter

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The GEET c onve rted Generato r -By: oregonhe rba l

Jacques Diesel Renault

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Ad y’ Stone’ s Very c ool law n mow er☺ 

Quote- The Frenc h spea king peo p le ha ve  enga ged in a large ba ttle to d evelop the 

use o f the GEET of the Pantones, and with the help o f J.L. Naud in, the web site's 

ma na gers of QUANTHOMME.co m, Mr M . DAVID’s rep lic a tion a nd tests p lus a long with 

Mr Martz eng ineering’ s stud y, there a re now hundreds of vehicles that have bee n 

mo dified in France since 5 yea rs, may be thousand s .

Espec ially in the  agricultura l com munities, these p eop le a re adapting their trac tors and 

ma c hines eve r sinc e o ne of the m fo und a simp lified version of the GEET conc ep t, that 

offers enormous advantages, like reduc ing the fuel c onsump tion by fac tor 2 to 5, and 

eliminating 95% of the e xhaust fume s (whe n testing the exhaust end with a white te xtile 

it stayed white!), and without a ma jor mod ificat ion o n the vehicle .-end quote -

Reference.

You Tub e Frenc h GEET news rep orts 

Lorries, Boa ts, Big Generato rs have a lso b ee n suc c essfully c onve rted to save fuel and

c ut piollution.

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 Reference 

The GEET c an a lso upgrad e a ll existing g eo the rma l house p ow er systems, for example

bac kup genera to rs tha t a re typ ica lly insta lled in sola r systems, even sola r self susta ining

gen-sets as a re shown here.

Solar self gene rating ge nerato r whic h still c ould b e enha nc ed further

by c onve rsion to GEET tec hnolog y

In Franc e the follow ing c ity counc il ado p ted the GEET tec hnology a nd ac hieved a 36%

imp rove ment in fuel eco nom y and red uced their po llution b y 80%!.

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 The French c ity co unc il.

The follow ing is a d oc ume nt whic h de ta ils the suc c ess and c onstruc tion de ta ils and has

was translate d for Pana c ea by Jules Tresor

City co uncil ad ap tation of the tec hnolog y. 

Unknown to a ll fa rme rs and the m ining industry is tha t the re is relate d tec hnolog y tha t

was c rea ted exc lusively from OPEN source c ollab oration on the GEET. This tec hno logy

was insp ired by the FREE GEET Plans. The first system is c a lled the "SPAD" a nd is no w

upgraded to the "retro kit". Kits a re ava ilab le from a Frenc h c omp any.

All these system s are rob ust and work on ex isting engines, have e asy settings and a re

a reve rsible installa tion. 

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Fuel savings, pollution reduction Global Fuel Economy Initiative- hypnow.fr 

Hypnow Retrokit Nano 

View the Video here 

Below is a trac to r fitted with the SPAD system for saving fue l and reduc ing e missions.

With the right tuning , savings from 30% to 60% are p ossible b y using this tec hno logy.

Emissions can be reduc ed by almo st as muc h.

SPAD system fitted - Video 

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Retro kit system

Pana c ea ’s Nano Kit

Panac ea Experime nted w ith using this on a Diesel eng ine and mixed it w ith Hydroxybooster technology.

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Panacea’s Nano/Hydroxy Install

More rep lic a tion deta ils have b een inc lude d b elow. Another va riant b ased o n the

GEET me thod has be en d one by a Frenc h c om pa ny ECOPRA. This tec hno logy like the

"retrokit" and "SPAD" ha s bee n g iven a way as op en source informa tion. Kits a re

available.

The ECO PRA's fuel saving and pollution c utting kit.

The ECOPRA kit is a system insp ired by the "Giller Panto ne" GEET version and uses wha t

is c a lled "wa ter d op ing". This p roc ess is entirely me c ha nica l, without wa ter your engine

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returns to a norma l operation. This system improves c om bustion a nd red uc es the

unburned hyd roc arbons. A red uc tion of 50% to 80% has been p roven in gas ana lysis

tests. The e ng ine noise is red uc ed and the fuel ec ono my is significa ntly imp rove d .

Kit insta lled on a Me rce des 308 D -Video 

Ga ins of up to 50% have b ee n field te sted on trac tors. These mod ific ations are

c om pletely removab le and reusab le. If the w ater runs out, your eng ine simp ly returns to

a normal op eration. This tec hno logy c an fit vehic les from 50 to 250HP. This tec hno logy

c an also b e fitted to the fo llow ing b rand s of ma c hinery.

# CASE

# CATERPILLAR

# CLASS

# DEUTZ

# FENDT

# FIAT

# FORD

# IH

# IMT

# JOHN DEERE

# KUBOTA

# LAMBORGHINI

# LANDINI

# MASSEY FERGUSSON

# MC CORMIK

# NEW HOLLAND

# RENAULT

# SOMECA

# VALMET

# VALTRA

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# ZETOR

Here is a sc reen shot show ing the Ec op ra system being the first to ac hieve e ndorsem ent

by an insuranc e c om pany for insta llation.

The Ec op ra kit is ap proved by a n insuranc e c omp any 

Pana c ea ha s insta lled this Ec op ra kit onto a 1997 Mitsub ishi Delic a turbo d iesel.

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Pana c ea Ec op ra kit

Pana c ea ’s Ec op ra kit fitted .

Further rep lic a tion d eta ils have be en included be low . Gove rnme nts must be presented

with this tec hnology in o rder to push for city c ounc il, businesses’, cars, mac hinery etc to

a ll mee t the em ission stand ards possible from the imp lem enta tion of the GEET

technology. Also this must be done TO SAVE THE TAX PAYER MONEY ON FUEL. Currently

due to the GEET be ing unknown by insurance c om pa nies and ma nufac tures, the fitting

of these m od ifica tions MAY void the manufac tures warranty .

The GEET mo difications will make the eng ine last longer and can reduc e the emissions

by up to 90%. This is why we need to c reate pub lic p ressure for gove rnments to c reate

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endorsem ents, subsidies and c arbo n c redits for this tec hnology to he lp the retrofitting

and c ut the c arbon foot print. 

Desp ite the GEET being p roven tec hnolog y and ava ilab le fo r ma ny yea rs, othe r we stern

c ount ries do no t have this fuel refo rming e mission c utting tec hnolog y in p lac e a nd

fac ulties a re still unaw are of its pow er ma nagem ent p roc ess. This is due to the inven torPaul Pantone a nd relate d GEET group s enc ounte ring “ interferenc e” and or suppression

- Reference.

In 2002, Panto ne was found guilty o f sec urities fraud for selling sha res unde r false

prete nses, chea ting investors out of a s muc h a s $25K ea c h. HOWEVER, there a re many

inconsistenc ies going on w ith his c ase to suggest there is som ething other than fair

  justice prevailing.

Paul Pantone has been he ld a ga inst his will and it is rea sone d tha t his huma n righ ts

we re being violated due to ne glec t of neede d m ed ic al trea tment. Rep orts given to the

nonp rofit orga niza tion sta te tha t Paul Pantone ha s been wrong fully imp risone d and

to rtured for three yea rs in the Utah Sta te Hosp ital. He is a vic tim o f c ivil rights violat ions

leg al c riminality and med ic al ma l-prac tic e a nd sab ota ge . He te lls ab out his experienc e

trying to g a in his free dom from the Uta h Justice System.

Current Event: Inve nto r Wrongfully Imp risoned for over 3 Yea rs Part 1 

Current Event: Inve nto r Wrongfully Imp risoned for over 3 Yea rs Part 2 

Current Event: Inve nto r Wrongfully Imp risoned for over 3 Yea rs Part 3 

Paul Pantone Inte rview , la te January 2009: No he lp for USH pa tients 

Wrong ful Inc arc eration- Paul wa s inca rc erate d on d ub ious c ha rges in Janua ry of 2006,

and kept inca rc era ted far long er than he w as supp osed to b e. Thanks to d ona tions

from supporters there is now eno ugh mo ney to hire a n at torney for Paul, and as of MAY

2009 he has bee n finally let out.

How eve r that is only the first step . Paul is a lso nee d of financ ial assista nc e to ge t b ac k

on his fee t. Hasn't he suffered enough? Paul still needs our help w ith his rec overy. He

nee ds som e b lood tests, x-rays, brac es, and hea ling herbs and othe r na tura l rem ed ies

that he has loc ate d b ut lac ks the funds to get.

If you ca n ma ke a do nation, please g o to http://www.geet.nl and c lic k the PayPal

'Support Paul' dona te b utton . It w ill help Paul rec ove r quickly so he c an foc us his

atte ntion to develop ing te c hnologies which b enefit all ma nkind a nd the Earth.

Desp ite a ll this, it is not a ll Paul's fau lt his c om pany fa iled and wha t he says about how

to m ake a simp le fuel refo rme r is som ething p eop le should p ay at tention to . Desp ite his

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leg a l prob lems, the tec hnology w orks and ma ny simila r pa tents have be en in the hands

of a uto a nd oil c om panies sinc e the 1970s. Som e o f the 1st c a ta lytic c onverters ma de

we re fo r intake gases but the a uto m akers wo uld not use the m. By do ing simp le sea rc h

for "Stea m Refo rming" and / or "fuel refo rme r" one c an see tha t the te c hnolog y wo rks

we ll and gives a significa nt inc rea se in fuel ec ono my long befo re Paul ma de a simila r

device. Ma ny othe rs a lso ha ve m ade fue l refo rme rs and they w ork well. The reforming

c an b e d one w ith plasma , a c ata lyst or bo th and releases hydrogen from both the fuel

and the wa ter steam .

People must not foc us on Paul's p light and ignore the fac ts that the reforming of fuel with

water plus vapors works great to m ake hydrogen rich g ases which when ad ded to an

engine intake give muc h better fuel ec onomy .

The GEET tec hnolog y is understoo d to be a self-induc ing p lasma gene ra tor or a p lasma

rea c tor with an end othermic rea c tion – reference. The GEET system uses a spec ia l

"reactor" vessel heated by a modified Diesel or Internal Combustion Engine's exhaust(and elec tric a lly and m ag netica lly "boosted " to c rea te a p lasma effec t) that allow s

virtually any orga nic wa ste to be b roken d ow n and c onverted in usab le fuel.

This is then mixed with sma ll-pe rc enta ge amo unts of p etroleum-based oils of a ny type

(inc luding w aste m otor oil) to e fficiently fuel Diesel or internal com bustion eng ines. The

result is ve ry high "milea ge" and very low em issions from the engine (bec ause the

special Reactor captures and reuses unspent fuel; with amazingly efficient results). All

by using existing-de sign eng ines without too muc h mod ific ation nee ded . Fun a nec dota l

stories have be en repo rted abo ut using ba nana peels, orang e rinds, ca tsup and

musta rd . Nea rly anything o rga nic to fuel an eng ine ab ound when ta lking a bout GEET.

This tec hnolog y has taken som e c riticism ove r the last few yea rs, and the inventor wa s

eve n o nc e imprisone d for p rob lem s assoc iated w ith his investors. Yet there is c lea r proof

tha t the GEET c onc ep t works and would b e a n exc ellent a lterna tive to fossil fuels a lone;

espe c ially for the a gric ultural sec tor which has large am ounts of o rga nic wa ste c hea ply

available.

Grea tly helpe d throug h the efforts of Panac ea -BOC AF, there have b een ove r 100

suc c essful rep rod uc tions of G EET ; ma ny o f them done in Franc e wh ic h see ms to ha ve

em brac ed the tec hnology more than othe r c ountries."

A U.S. pa tent wa s issued to Pantone fo r a "Fuel pre- trea ted appara tus and me thod " on

18 Aug ust 1998. Independ ent reports by rep lica tors c onfirm that the GEET c an triple fuel

efficienc y and c ut pollution b y up to 90% by simp ly transferring exha ust heat to the fuel

intake . Pantone e xpla ins tha t the insta nta neous p ressure fluc tua tions in the exhaust

help to c rea te a vac uum that, when co mb ined with the heat, creates micro-mag netic

force s. This p rod uc es p lasma tha t d issoc iates the hydrog en from the oxygen in the

carburetor.

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Initia lly the G EET is app lied a s a dynamic fuel-exhaust rec yc ling devic e tha t c an be

fitted to a n engine, be twe en the a ir intake a nd the exhaust. Many variants and

improveme nts have since be en pa tented by eng ineers in France . Currently the op en

source Vortex Hea t Excha nger group loc ated at:

http:// tec h.groups.yaho o.co m/ group/ VortexHea tExc hang er/   is working on a

Hambrin/Pantone/Martz reproduction version.

The G EET bec ame p opular whe n Paul and his wife relea sed a ve rsion as free internet

p lans. These p lans we only mea nt to g ive a n idea of the p roc ess, and no t a

dem onstra tion of the efficienc y one c an rea c h w ith the GEET. Also the se p lans a re o nly

suitab le for sma ll eng ines, and not the auto version. Here is a video of Paul Pantone

expla ining the version of the free internet p lans.

Paul's Comments about the FREE GEET PLANS 

Due to w ha t mo st c onsider the unlawful inca rc eration o f Paul Pantone, currently the

only ac c ess one has to the o ffic ia l version of the p lans c an be found throug h the Tesla

Tec h web site. What o ne m ust keep in mind is tha t in these p lans it is sta ted tha t the size

of the rea c to r rod used in the GEET is spec ific to the a lternat ive fue l used , (for example

wa ter or wa ste o il) the size o f the engine a nd what app lic at ion you’ re running . They a sk

you to c a ll the GEET c en ter to find out this informa tion; and tha t this is sta ted a s being

do ne to p rotec t them from theft. One c annot ring the GEET institute a s Paul is not the re.

Reg a rd less there seems to b e enoug h c lues in there to get sta rted and there a re m ore

listed in this doc ume nt.

The Full GEET (De luxe) p lans as liste d on the Tesla Tech site

Quote- The Deluxe GEET Plans will sho w you ho w t o m ake GEET Ga s to run your entire 

hom e... hea ting, refrigeration, stove s, furnac e, a nd a ll of yo ur powe r need s. They will 

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a lso a llow you to retrofit up to TEN ca rs, and provide you w ith one year of free up dates.

GEET tec hnolog y is the indep end ent hom eowne rs drea m c om e true. Throug h the use o f 

GEET tec hnolog y, a lot o f wa ste ma teria ls bec om e va luab le fue l... even the lowly sep tic 

ta nk becom es a fuel source ! This me ans significant savings over co nventiona l 

technology.

For g as eng ines using g asoline a s the primary fuel, you w ill be ab le to use "junk" fuels in 

conjunc tion to stretch out fuel supp lies. How ever, hea t is one of the ma in e lements in 

the GEET rea c tion p roc ess and until the reac tor is wa rmed up , the eng ine is running on 

wha teve r fuel you feed it. You must sta rt the eng ine on som ething tha t it will run on, like 

gasoline, p rop ane, or even GEET Ga s from a previous run (storag e tank and pump 

setup ). Onc e w armed up, you c an switch o ver to the junk (a lternate ) fuel.

Sma ll eng ines can b e ret rofit fo r as little a s $20.00 to $30.00. Automo biles can b e ret rofit 

for as little a s $75.00. Dep end ing on your tools, skill level, and how m uc h you need to 

farm out, small engines average $50.00 to $75.00, and automobiles average $200.00 to $1,000.00. Take the first step to c onvert your homestead to GEET -End.

The o nly Tesla Tec h large eng ine p lans we ha ve see n a re from 1998. There are to da te

2008 no new er ones. The b asic d ifferenc e w ith them and the free p lans is:

The la rge eng ine p lans show using a la rge r rea c tor but no t a lot la rger. Paul Pantone

used to give phone support saying what size tubes worked best for d ifferent size

eng ines. I got the imp ression it was important t o g et the size c orrec t but the whole

reac to r is still neve r rea lly b ig even on rea lly b ig eng ines. They a lso show using a

mo d ified c a rbureto r to g et a rich fuel vap ors mix throug h the reac tor, else using fuel

injec tion. I think a b ubb ler wa s not recom me nde d for autos.

Then a la rge pa rt of the large eng ine p lans wa s abo ut the Air Ma nag em ent Valve.

Som e repo rts we have rea d state it d idn't rea lly wo rk well and pe op le w ho g ot it

wo rking w ell had c om e up with other designs to g et the c orrec t mix of rea c tor gases

and fresh air wh ile a lso m a inta ining a g oo d va c uum to the reac tor. Since Paul Pantone

c an no long er provide p hone o r online supp ort that used to c om e w ith those p lans we

don’ t think these p lans a re worth the mo ney a t this time.

Plea se note that the GEET is not just a va porizer, a p roperly wo rking GEET is a "fuel

reformer".

This Video shows the so c a lled Ge etGa s tha t is left over in the GEET Rea c to r afte r the

eng ine w as stop pe d . We d o not know if anyone ha s analyzed this ga s to see wha t it

c onsists of, using a ga s spec trom ete r, ga s c hrom a tog raph o r som e suc h sop histica ted

equipment.

http://www.youtube.com/watch?v=zD6UE6pr-Rg 

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In Franc e they ha ve many variants of the GEET systems, inc lud ing the SPAD system

(which is inc lude d below however is more o f a va porizer system). The SPAD system as

now evo lved to the “ retrofit” system which uses a rea c tor (mo re info b elow). Ma ny

pe op le ha ve d emo nstrated how to d o it wrong and they doc ument their vap orizers

(not fue l reforme rs) on youtub e. Build it co rrec tly and it works as a fuel refo rmer. Som e

evidenc e it is wo rking c orrec tly:

Exhaust is a lmost as c oo l as the a ir going in, indic a ting there is an end othermic

c hem ic a l rea c tion taking p lac e inside tha t ab sorbs hea t from the exhaust. There is

highe r oxygen c ontent in the outp ut ga ses as me asured by peop le who test their units

a t a n exhaust inspec tion sta tion.

The input no long er req uires muc h fresh a ir added with the reac tor outp ut gases and in

fac t a norma l amo unt o f fresh a ir will stop it from working .

There a re m any fuel refo rme r designs. This c an be seen by doing a Go og le sea rc h of

"fuel reformer" or "steam refo rming" or "Plasma fue l refo rmer" or "c a ta lytic fuel reformer".

It is unde rstood tha t bo th the fuel and the wa ter ge t c rac ked.

Auto ma kers, oil c om panies and unive rsities tog ethe r ow n hund red s of fuel refo rme r

pa tents spec ific a lly for use on bo a rd a vehic le for p roviding "Hydrog en Enhanc ed

Co mbustion". But for dec ades auto makers refuse to use them . In 1974 NASA eng ineers

rep orted in a paper to the SAE, Soc iety of Automotive Eng ineers, the b ene fits of using

an on b oa rd fue l refo rme r. In 1975 an in ca r dem onstra tion study wa s done and

rep orted to SAE proving the b ene fits of hydrog en enha nc ed c om bustion. This c an be

found b y a G oog le sea rc h:

SAE reformer 2007-24-0078

SAE reformer 1972 "boston c a r"

SAE reformer 1999-01-2927

SAE reforme r 981920

There w as a surge in the numb er of p a tents filed for various types a round tha t time

fram e b ut we never ac tually see them in cars. Many of the p a tents inc lude de tailed

rec ords of the testing in rea l world c ond itions proving the e ffic ienc y of the on b oa rd fuel

reformer.

Yea rs ago MIT spent millions p rov ing tha t on b oa rd fue l reforme rs would g ive us a ll

be tter fuel ec onomy a nd c lea ner air. They d id long term in bus in a nd in c a r proofs.

They teamed with the very la rge auto p arts supp lier Arvin Mento r to d o the fina l step of

putting them in p rod uc tion c ars and trucks. It w as then repo rted that alleg ed ly "One

Equity Partners" boug ht out Arvin Me ntor's d ivision tha t d id the entire final wo rk to g et

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For 100 yea rs peo p le ha ve b een do ing fuel refo rming using stea m a nd fue l va pors

through a c a ta lyst o r plasma . It’ s c a lled stea m refo rming or fuel reforming . It w orks just

fine using the engine’ s wa ste hea t a long with a c a ta lyst or a p lasma for "c rac king" fuel

and wa ter molec ules which supp lies lighte r mo lec ules to the e ngine and gives be tter

fuel ec onom y and c lea ner air.

The extra oxyge n is relea sed from the wa ter in a stea m refo rming rea c tion. Norma lly in

mo st fuel refo rme rs, the oxyge n c om bines w ith c a rbon b ut Paul’ s wa s ab le to outp ut

the extra oxyge n. Goo g le sea rc h: stea m reforming o r fuel refo rming . Betw een 1983 and

now , big o il has taken wha teve r step s nec essary to insure this tec hnolog y does not g et

insta lled in c a rs. Automakers and oil c om panies ow n ma ny fuel refo rme r pa tents for

designs spec ific a lly fo r use in ca rs, but they won't use them .

Goog le sea rc h:

Steam reforming

Ca ta lytic fuel refo rme r - pa tent GB129963 (1920 ca ta lytic fuel refo rme r)

Plasma fuel refo rmer - Patent US4066043 (Nippon 1978 spark (p lasma) reformer)

Hydrogen g enerator "wa ste hea t" 1974 wa ste hea t reco very hydrog en

1974 "On-boa rd hydrogen g enerator for a partial hydroge n injec tion internal

c om bustion eng ine"

1975 "Fea sibility Demonstration of a Roa d Vehicle Fueled with Hydrogen Enric hed

Gasoline."

Hydrog en, c ata lytic hea t exc hange ap pa ratus

Hydrog en, endothermic c ata lytic heat exc hange ap pa ratus wa ste hea t, hydroge n,

end othermic c a ta lytic hea t exchange a ppara tus – Pa tent Numbers - US5794601 and

US4214867

Glid ing a rc fuel refo rmer

Ga soline fue l reforming

MIT p lasma fuel reforme r

Desp ite the GEET using a transmuta tion a nd p lasma proc ess (be ing a relatively new

field o f sc ienc e) , the GEET fuel p roc essor is a c om b inat ion of very basic sc ientific

p rinciples whic h fa ll within most o f the norma l rules and laws of the rmo dynamic s. But

som e o f the 70 simultaneous phenom enon’s are not found in those books, sinc e it is the

c omb ination of events , which is the bod y of th is d isc ove ry- Reference.

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The Answe rs to g lob a l wa rming a re c onta ined in the GEET tec hnolog y, in the follow ing

Frenc h new rep ort, a Frenc h resident a pp lied the GEET tec hno logy to his c a r; the

Frenc h new s rep ort cond uc ted a dyno a nd em ission test on the c ar. Their find ings

showed that the CO2 levels with the GEET tec hno log y were a s low as 0.1%, without the

GEET it registered 8.6%. Othe r Nox and hydroc a rbon red uc tions we re a s significa nt! Plus

the c ar ga ined up to 20% bette r fuel econo my (more is possible).

The Emissions test rep ort which was done by Frenc h news 

THERE IS NO OTHER MODIFICATION IN THE WORLD WHICH CAN BE APPLIED TO EXISITNG

TECHNOLOGY THAT CAN CUT CO2 AS WELL AS THE APPLICATION OF THE GEET

TECHNOLOGY.

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 A sc ene from the news report - Here a c ar is fitted with the GEET system and und ergo ing emission testing.

The abo ve em ission test illustra tes what our world would be like with the GEET or any

modifica tion ba sed on the GEET. We would be c loser to erad ica ting c anc ers from

hydroca rbons and stopp ing CO2 emissions. HOWEVER the GEET is unkno wn to the

ma jority of the g ene ra l pub lic. This me thod is not t aught a t a ny ma instrea m fac ulty, So

far Panac ea 's eng ineers a re the only ones intent on tra ining othe rs as a pub lic servic e.

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Frenc h eng ineer filling his reac tion c hamb er with wa ter for the GEET fuel p roc essor 

A Transc ription from the above Frenc h news rep ort:

3:52-Journa list: This gesture tha t looks usua l is simp ly revo lutionary!

3:57-Kev in: Here I fill my tank with wa ter, to run my c a r with it, to save som e fue l.

4:06-Journalist: You run with water ?

4:07-Kevin: Yes, I run m y c ar with w a te r and d iesel.

4:09-J: With the enthusiasm and energy o f his 24 yea rs old , Kev in tinker on his old Renault

d iesel, a system tha t injec ts wa ter vapor with the fuel.

4:20-J: The p roc esses is simp le, it's c om posed of a tank, c a lled bubb ler and a rea c tor.

4:24-J: A tube with a rod inside tha t we introd uc e in the exhaust p ipe.

4:30-K: The vapor will be p rod uc ed in the bubb ler.

4:33-K: The va po r will c om e a nd slip between the rod and the tube tha t is hea ted by

the exhaust g ases, and a t the exit o f this rea c tor we w ill send this ga seo us mix co ming

from the w a ter vap or, in the air intake.

4:45-J: It's the Pantone motor, named after its inventor, an American Engineer. Sinc e

1998, this schem atics are availab le on internet and in the ec olog ist movem ent. Thegenius of Kevin, self taug ht in mec hanic, is to have rep lica ted it, and it works.

5:04-K: So the system is runing , the eng ine runs bet ter, we fee l like the engine is bet ter

tuned . We ne ed to p ush less on the gas ped a l to c limb a b ig hill, espec ially for the o ld

vehicles.

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5:15-J: We m ea sured in a tec hnica l c entre, the ga in ob ta ined in term o f po llution. It's

spectacular !

5:22-J: For the C O2 em issions, we g o from 8,6 to 0,1 with the Panto ne system. The results

a re very sa tisfying as well for the Nitrog en Oxydes and the Unburned Hydroc a rbons.

5:32-J: Demo nstra tion w ith the smo ke opac ity test. On the right side without

transforma tion of the e ng ine, on the left w ith the Pantone system .

5:41-J: As for the fue l saving , it's about 20%, and tha t's just tinke ring .

5:47-J: Then we c an ask ourselves why the c ar ma nufac turers are still not interested . 

5:53-Sc ree n: The efficienc y of the Pantone rea c tor und er the day light . -END

Even if a low c ost elec tric c a r eve r rea lly rea c hed the m arket p lac e, it wo uld still ta ke

the existing infrastruc ture a n averag e o f 5 yea rs to c hange over all their tec hnolog y to

the new one s. The p rop osed fuel standards in a s far as 2012 c an b e rea c hed TODAY.

The G EET is the low est c ost mod ific a tion in the world whic h c an be imp lemented to

existing vehic les to c ut the ir c a rbon foo t p rint. Plea se READ that again.

Another Frenc h e xperime nter J-L Naud in ret rofitted a law n mo wer with the GEET Multi-

Fue ls Proc essor. Not only wa s he a b le to run it on 75% water and 25% ga soline he wa s

also ab le to prac tic a lly eliminate the po llution.

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Links to French video s valida ting the tec hnolog y

http:/ / ww w.youtube.com / wa tch?v=El0tIGc wp c M 

http:/ / ww w.youtube .com / wa tc h?v=gT_69ra2PB0 

http:/ / ww w.youtube.com / wa tc h?v=HJQc 7Et7xQc  

http://www.youtube.com/watch?v=f-lNWi3JuVA  

http://www.youtube.com/watch?v=gv0AjiPj34E 

http://au.youtube.com/user/worldwideeagles 

User- http://www.youtube.com/user/worldwideeagles 

At this stage the c ity counc il and othe r businesses etc a re a dvised tha t a ll ca rs,

ma c hinery etc me et o r exc eed the e mission Stand ards. Also with the m anufac tures

wa rranty, the fitting o f a ny m od ific a tions is likely to void fac tory wa rranty. These

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mo d ific a tions w ill make the eng ine last longe r and c an reduc e the em issions by 90%.

This is why we nee d to c rea te p ub lic p ressure fo r go vernme nts to c rea te e ndorsem ents,

subsidies and c a rbon c red its for the tec hnolog y.

Given the e fficienc y rep orts by the G EET rep lic a to rs, this tec hno logy is an inva luab le

po we r ma nag em ent p roc ess which the ma instrea m fa c ulties must benefit from . As anem ission c utting d evic e a nd po wer savings device alone, the GEET tec hnolog y justifies

(and need s) law for its ma nda tory imp leme ntation.

The GEET mo re than d eserves further resea rc h a nd deve lop me nt into its op eration,

spec ific a lly tow a rds its ab ility to transmute and theoret ica lly rip EXTRA elec trons out of

the air.

This transmuta tion m ay b e the rea son w hy more e nergy w as rep orted to c om e o ut then

wa s put in by the user, as this wo uld c rea te a n op en system effec t w here the device

has a C OP (co e ffic iency of pe rformanc e) of m ore than one . Op en system s (like a solar

pa nel or windm ill or hea t pum p) a re a ble to extrac t ad d itiona l energy out of the

environm ent a nd ad d it to the users input to eq ual the tota l output. The reac tor ca n

ma ke suc h a strong elec trostatic field tha t it attrac ts electric a l cha rge s from a go od

d istanc e a nd when it works very we ll it is ma king a strong ma gnetic field a lso. Emp iric a l

rep orts g iven to us by open source eng inee rs sta te tha t the GEET rea c tor definitely

c rea tes a goo d c urrent flow whe n it is running. Eng inee rs have m ea sured c urrent w ith

c lam p a round c urrent me ters than c an rea d b oth AC o r DC current.

In fac t if you c anno t mea sure any c urrent or see a c hang e in magne tic fields while it is

running then it is an indic ation tha t the GEET fuel reformer is not working .

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Also eng ineers a re beg g ing to expe riment with using the GEET tec hno log y with Hydroxy

technology. Spec ifica lly the follow ing op en source enginee r has had som e ve ryencouraging results.

Web site 

You tube c hannel 

Further, interesting “ c losed loop” c onfigurations have a lrea dy been d one show ing a lot

of merit a nd promise in the tec hnology.

Law n m ow er mo dified for GEET op eration

Web site - http://www.thejoeball.com/  

Video- http://www.youtube.com/watch?v=MKY5aH0Fp7E 

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Rec ently a thermo e lec tric e ffect has been identified by op en source e ng ineers. This

effec t c ould a lso e xtrac t extra pow er from the G EET’s norma l op eration a s the he a t

excha nge is energy produc ed wa iting to b e harnessed . A thermo elec tric effec t can

be desc ribed by the follow ing:

Source 

This c an be plac ed on the exhaust hose o r the reac tion rod or bo th for extra ene rgy

extraction.

The Nonprofit organiza tion Panac ea -BOC AF intends to support op en source e ng ineers

working with the GEET and other supp ressed c lean energy te c hno log ies. These

engineers require grants, resources, faculty recognition and security. All this can be

c reate d in Pana c ea ’s proposed granted resea rc h and de velop ment c enter. For thoseab le to help this effort, please Contact us. Also Paul pantone is in need of help,

anyb ody who c an help please contact us immed iately. Please c onsult this web site to

see how you ca n help Paul.

Pana c ea has c omp leted a video p rod uction conta ining b ac kground informa tion on

the c ase o f Paul Panto ne a nd wha t a pp lic a tions are p ossible.

Panac ea -BOC AF Re load ed GEET prod uc tion 

Description

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Invento r Paul Pantone p ictured next to the GEET.

Energy losses oc c ur in an internal co mb ustion eng ine (ICE) due to the inc om plete

c onversion o f c om bustion e nergy (che mica l energy) into me c hanica l energy. Theoverall eng ine effic iency is about 25% for a d iesel cyc le, and eve n low er for a ga soline

eng ine. The ICE c onversion from the air / fue l mixture o f c hem ica l energy into useful

mechanical energy wastes around 75% of potential energy . This wasted energy results

in harmful emissions and is expe lled as a mixture o f ga ses and heat losses evacuated

throug h the eng ines exhaust.

Paul Pantone’s GEET multi fuel p roc essor rec overs these hea t losses into a form tha t c an

be d irec tly transformed into me c hanica l ene rgy b y the same eng ine. The G EET rec overs

the lost hea t to transform the a ir and wa ter vap or/fuel mix inc oming into the eng ine into

a c om bustible usab le m ixture. This devic e a llows a signific ant reduc tion of po llution of

almost 85% generated by the gas exhaust comp ared to a c onventional eng ine-

Reference.

With a GEET, wha tever "fuel" you p ut in at one end c om es out the othe r as a hydrog en

ric h vap or(when wo rking c orrec tly) and is not troubled a s muc h with flam e front spe ed

and timing issues as "norma l" fuel's. The p rob lem with "norma l" fue l is it can't b urn fast

enough to be c onverted to m ec hanic al energy a t higher engine spe ed s; henc e, it has

to b e ignited ea rlier in the cyc le as the e ngine spee d inc rea ses. To e nab le the use o f

poo r qua lity fuels, suc h as ga soline, the ignition timing need 's to a dva nc e a utom atica lly

with engine spe ed .

Henc e the G EET is p rac tica l as a va c uum advanc e ignition system ! It is a lso p red icte d

tha t Diesel eng ines running on the refo rme d GEET Ga s p rod uc ed by the rea c tor rod

c ould fire a t exac tly top a t de ad c enter, but m ore testing is need ed to find o ut.

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The invention c ould b e c alled a new type of c arburetor with a minia ture refinery built in.

This invention c an b e fitted to 2 or 4 stroke eng ines, ca rs, sc oo ter and even d iesel

ge nerato rs and c ut the ir em ission to virtua lly no thing- Reference . This GEET a llows fo r the

use o f any type o f hyd roc arbon fuels like c rude o ils, metha nol, gasoline, p lus va rious

solvents, kerosene, b io-diesel to be mixed with water for a usable fuel-Reference. The

GEET is a dyna mic fuel-exhaust recyc ling device that c an be fitted to an engine,

be tween the a ir intake a nd the e xhaust.

Also a t 1:32 minute s into the Paul Pantone Plasma Rea c tor Moto r youtub e video Paul

Pantone says the rea c tor g ives off slight rad iation w hen running tha t is not Alpha , Beta

or Gamm a rad iation.

Devic es Fitted Suc c essfully:

http :// 64.233.179.104/ translate _c ?hl=... 

http://translate.google.com/translate... 

http://translate.google.com/translate... 

Desc ription of Device Operation: Plasma Fue l Refo rming w ith PMC (Proc essing Multi-

Ca rbo ns). The b ubb ler is a tank c onta ining a mixture o f wa ter and hydroc arbons

(gasoline, diesel, kerosene, crude oils and others derived from hydrocarbons...).

Plasma tec hnica lly is ma de o f ga ses tha t a re ionized suffic iently to b e e lec tric a lly

c onduc tive. But they ca n b e e lec tric ally c onduc tive eve n though they are not

ene rg ized or excited eno ugh to emit visible light. On the o ther hand , Paul Pantone sa id

tha t in his glass rea c tor(see in the fa c ulty sec tion b elow) , he saw sparks a long the rod

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and a sma ll glow a rea be hind the e nd o f the rod.

The ho t ga s flow c om ing from the exhaust of the engine c irc ulates by the outside p art

of the rea c tor with a strong kinetic e nergy, that c ontributes to b ring up to ve ry high

tempe ra ture the steel rod (being used as hea t ac c umulator) c onta ined in the p yrolytic

c ham be r. The g ases c ross the e ngine a nd pe netra te then in the bub bler containing the

wa ter/hydroc arbon m ixture. The va por of the m ixture is strongly asp ired by the va c uum

c rea ted by the e ngine intake and is pushed by the p ressure c om ing from the exhaust.

The kinetic ene rgy of the va por is increased c onsiderab ly by the red uc tion of the

d iame ter in the p yrolytic c ham be r (by Venturi effec t). The c om bined effec t of the high

temp erature a nd the increase o f the kinetic energy p rod uce a thermo c hemica l

de c om po sition (molec ular break do wn) of the wa ter/hydroc arbon mixture.

The endothermic rea c to r forms an Elec tro-Plasma-Chemica l unit (EPC) and it is now

po ssib le to c rea te a high-output fuel c om ing from the d ec om po sition of the w ate r

c onta ined in the wa ter/hydroc a rbon m ixture. This fac t is c onfirme d by the presenc e o f

oxygen g as (O2) in g rea t a mo unt me asured in the exhaust.

Replication

Note plea se read through the “ Naresh Group files” listed b elow c ourtesy o f the vo rtex

heat exc hange r group. Naresh has provided a c omp lete referenc e including

beg inner’s instruc tions to resea rch m aterial and mo re. This is a 170mb file which has

every ting need to get started and to understand the c om plete fuel reforming proc ess.

PLEAE READ THROUGH THESE FILES BEFORE STARTING A GEET. The file is zipped and

c onta ins an off line v iewe r for files.

Note – if using gasoline (p etrol) you m ay find tha t portions of the ga soline b oil awa y

lea ving the hea vier less vola tile p ortions behind. To solve this p rob lem you m ay nee d a

me ta l bubb ler inside a nother me ta l c onta iner with exhaust ga ses go ing throug h it to

hea t the bub b ler. Tha t is how Paul Pantone 's "Old Blue" is designed . Sea rch You-tube

videos and you w ill see he ha s an a luminum c onta iner inside a n a luminum c onta iner. –It

is rec om me nded you use w aste o r hea vier oils.

Leo Umila Supplementa l GEET system

You c an a lso use the G EET as a sup p lementa l fue l system, the fo llow ing c om es c ourtesy

of Leo Umila who retrofitted a doub le G EET c hamb er and used the Ga ses as a

“ boo ster” . He repo rts 3 X the fue l ec ono my.

Leo Umila supp lementa l GEET 

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The follow ing files c om e from the vo rtex hea t exchanger group who a re so fa r the m ost

ad vanc ed and ac tive in the G EET tec hnology. The follow ing example b y john ha s very

go od o verview c ove ring the similar c onc ep ts em ployed b y the group .

GEET Rea c tor magnetic ’s

File -GEET Reac to r Magne tics 

Vortex Heat Exc hanger Sma ll engine p lans revision 2

Dow n load - Vortex hea t exc hanger Sma ll eng ine p lans revision 2 

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Others

Bac kground - I (Naresh) have b ee n trying to d ete rmine w hat sizes a re b est based on

informa tion g a thered from others who ha ve built va rious size G EET rea c to rs. Also, David

Pantone ha d p reviously me ntioned tha t the reac tor should b e sma ller than the "Free

Inte rnet Plans" ve rsion w hen the e ng ine is sma ller tha n 20hp. Joe Ba ll ha d a lso b uilt avertic a l rea c tor with only a 1/8 or 1/4 inc h NPT inner pipe and it worked well. Note tha t

a 1/8 NPT p ipe is large r than 1/ 8th o f an inc h. "Pipe" sizes a re no t a c tua l sizes but "Tub e"

sizes are. See his video: http://www.youtube.com/watch?v=MKY5aH0Fp7E 

Based on tha t, I sta rted ma king d iag rams for sma ller rea c to rs for sma ller eng ines.

0.1 To 5hp GEET Reac to r Plans

10 to 15hp REACTOR PIPE SIZES

20 to 25hp GEET Reac to r Plans

Only the 20_to_25hp_GEET_Rea c to r_Plans.gif rea c to r has bee n b uilt b y severa l pe op le

and those p a rts a re sure to wo rk tog ethe r. Its' 3/ 4 inch inner tube c an be thread ed the

same as a 1/2 inch p ipe. Seve ra l peop le have d one this. A Smo oth inner surfac e is

important.

10 to 15hp REACTOR PIPE SIZES

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File -10 to 15hp REACTOR PIPE SIZES 

20_to_25hp GEET Reac tor Plans

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File- 20t o 25hp GEET Reac to r Plans 

Free internet Plans 

The fo llow ing introd uc tion c om es c ourtesy of narivasant from the Vortex hea t

excha nge r group -These p lans a re no t me ant to de monstra te the c ap ac ity the GEET

has or to b e used to c onve rt a n a uto e ngine ove r. Look at the G EET pa tent a nd

c om pare it with the free internet p lans. You ne ed a va lve (almost c losed ) in line w ith the

exha ust g ases to the bubb ler. Tha t is missing from the free internet p lans. Everything

disc losed from Paul Pantone a nd GEET in their tra ining video s sold throug h Tesla Tec h isthat you need 8 to 10 inches of vac uum in the bubb ler and through the reac tor. It is

be tter to be suc king on the rea c tor and bub bler than putting p ressure into them .

Exhaust ga ses sent to the b ubb ler sold b e d rawn in with vac uum rather than p ushed in

under pressure.

Most of the vide os have lots of not very helpful ta lk but the ta lk is interming led with %5

go od tec hnic al da ta. Mike Hollar gives the best tec hnic a l data . One video I have c uts

him off nea r the end of a lec ture when he started g iving out too muc h good

information.

Bob Co lvin, a GEET d istributo r I think, designed the p lans and they we re m ade w ith

low er effic ienc y on p urpose it sound s like from Paul Pantone's desc ription. It c ould w ell

be tha t GEET the c om pany wa s still trying to m ake a p rofit and rightly felt they ha d the

right to keep the b est design informa tion for only those w ho p a id a lic ense fee or pa id

to a ttend a GEET training c lass.

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The inner we ld ridge is 1 thing tha t makes it a less efficient rea c tor and c an only work

with a 1/2 inch rod be c ause a 9/16th inch rod wo uld be ag ainst the inner ridg e a nd

force s the gases straight throug h rathe r than vortexing .

The free p lans show the b ubble r valve AFTER the b ubbler but the Paul Pantone pa tent

shows the bubbler valve BEFORE the bubbler. In the 1st c ase the bubb ler will be underpressure a nd in the 2nd c ase it will be unde r vac uum. Som e pe op le ha ve said they only

go t their rea c tors to w ork whe n the b ubb ler was unde r vac uum. But then the b ubb ler

must ha ve stiff sides that d on't g et suc ked in.

The outside o f the bubb ler need s to b e hea ted with exhaust ga ses flow ing a round it.

The b ubb ler nee ds to ha nd le the hea t w ithout m elting . In other words, build it mo re like

the Pantone pa tent than like the free p lans and you w ill have bette r results. Still, as you

ma y have seen on som e o f the video s on the internet, peop le c an still get g ood results

using a p lastic b ubb ler.

Rea c tor Rod

The follow ing is c ourtesy o f Naresh -I don't reme mb er see ing tha t b ut I've hea rd Paul

Pantone and Mike Holla r in the full leng th ve rsions of the G EET training video s and they

say the rod nee ds to have iron in it. They say som e m ateria ls wo rk be tter than o thers but

eve n tha t nee d to have iron in them . There m ight b e a possibility tha t non-ferrous rod s

c ould w ork if the reac tor is a lwa ys a ligned c orrec t lt relative to the Earth's ma gne tic

field.

There a Frenc h va riations tha t a re a ll sta inless and as fa r as I'm c onc erned , until p roven

othe rwise, I think they have d iverged so far from Pantone's best d esigns tha t the y a rerea lly making just fue l vaporizers with som e o f the ir designs. I think they still use a rod but

some m ay be using sta inless steel. I ha ven't stud ied the SPAD a lot , just some. I see it

deviate s from the best o rigina l GEET designs from Paul Pantone. I think wa ter only GEET

system wo rks best w ith m ultiple reac tors in pa ra llel w ith the rod leng ths tuned for wa ter.

All the informa tion I've a c c umula ted lea ds me to still think iron in the rod a nd p ipes a re

bette r than aluminum, c op per, or brass. I think som e typ es of magnetic c eram ic (ferrite)

rod s migh t w ork well.

The bottom line is it is ea sier to m ake a system less like Paul Pantones, like with no rod ,

but it is mo re likely to w ork only as a fuel vap orizer and not a refo rme r tha t a lso has the

othe r unusua l effec ts like magnetic fields during o peration and t ransmuta tion of

elements.

Even if just making a vaporizer, why not just g o a hea d and use a mild stee l rod since it is

still help ful just to get t he vapors up aga inst the inner p ipe w a ll for be tter hea t transfer if

nothing else. But p lea se no t use Blac k pipe o r ga lva nized p ipe or it w ill quickly give a

person the wrong impression that it do esn't work when in fac t the p ipe welds and

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roug hness a re stop p ing it from wo rking . Mild stee l DOM (Drawn Ove r Mandrel) or mild

stee l sea mless tub ing has a bette r c hange o f wo rking .

People w ho d on't unde rstand the e lec tro m agne tism’ s a re m ore likely to ignore the

pa rts of the design need ed for ma king it w ork, like swirling ga ses. So then they p rove to

them selves it doe sn't wo rk simp ly by b uild ing it wrong whe n they ignore the parts theythink are no t impo rtant.

Rea ding the a c tual Panto ne p ate nt do c ument on the US Pate nt Datab ase (Pate nt No.

5,794,601). DETAILED DESCRIPTION OF THE ILLUSTRATED EMBODIMENT. it possible for the 

fuel burning eq uipment to utilize a s its fuel source fuels or other ma terials tha t a re 

genera lly considered as not being suita b le fuels for suc h fuel burning equipment. A

steel reac tor rod has bee n found satisfac tory as ha ve sta inless steel, aluminum, brass,

and ce ram ic reac tor rod s .-End

So c lea rly, Pantone advises the use o f any mate rial for the rod , which is surprising, given

tha t SS, brass etc a re non-ma gnetic . In respec t to the Frenc h SPAD which see ms to use

no m agne tic rod , their c laims in the G tone do c ument are listed in this do c ument.

Also since peop le o ften p ut mislea d ing informa tion in pa tents to stop design theft and

bec ause the GEET tra ining v ideo s c lea rly sta te, and a t length , tha t the rod ma teria l

must c ontain iron, I think it best to use m ild stee l. Maybe the p atent w as filed befo re

Paul sta rted experime nting w ith turning the rea c t6or to a lign with the Ea rth's ma gnetic

field a nd it wa s a t that p oint he rea lized and experime nted with meta ls with highe r

ma gnetic permea bility.

If som eone ha s the time, it would b e a great experiment to ge t a GEET go ing and putexac tly the same shape rod s of d ifferent ma teria ls and see the d ifferenc e. GEET training

ma teria l even says if the rod is hollow stee l it w on't w ork well, even if the o uter shape is

exac tly the sam e.

Plea se c hec k the “ ge tting the reac tor to work in the files sec tion o f the vo rtex hea t

excha nge r group . Cate go ry Sec tion 5 ha s a different link to a c a rburetor that ha s a

floa t bow l, wh ic h is ea sier to use tha n an RC engine c arbureto r, also a dded Sec tion 15

ab out smo oth flow throug h the p ipe s.

Note- There is a p lac e in the GEET training video s where they say sta inless steel d oe s not

work for the rod mate rial.At 3:00 minutes into this vide o, M ike Hollar , president o f GEET ,

says use steel and no t o the r mate rials.

http:/ /www.youtube.com/watch?v=qMNCebzgCgg 

At 6:18 minutes into this same video he says aga in that the rod ma teria l must ha ve iron

in it and a t ab out 6:45 he says the elec trom agne tic field c om es from the rod a nd the

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rod ma teria l must be a b le to support an elec troma gnetic field. Most sta inless stee ls

do n't c rea te muc h ma gnetism.

Note-  Galvanized pipes are not a g ood idea bec ause the c oa ting of zinc ma kes a very

po isonous gas when the p ipes get too hot. But zinc on the rea c tor rod might make a

goo d c a ta lyst. If for som e reason a rea c tion is not o c c urring and if the va pors flowthrough the rea c tor are not keeping zinc c oa ted rea c tor rod from getting to o ho t then

a sma ll amo unt of the p oisono us ga s c an c om e out of the eng ine exhaust. It has a lso

be en rep orted tha t an e lec trop lating ha pp ens and c ra tes de po sits inside the c ham be r.

GEET Reac to r Rod Ma te ria l 

GEET Reac to r Construc tion Deta ils 

Paul's GEET pa tent is bet te r. Many other va riations a re be tte r. Some key improvements

are: get a n inner pipe w ith a smooth inner wa ll bec ause typ ic al steel pipe nipp le ha s an

inner we ld ridge tha t b locks the swirl mo tion of the vapors. I've hea rd but not seen formyself tha t b lac k stee l pipe nipp le ma de in the USA a nd sold through MSC Industrial

Supp ly Com pany in the USA ha s a smo oth inner wa ll. Else, DOM (draw n over mand rel)

steel p ipe is smoo th inside .

Use a rod that provide s 1/32 inc h gap ra ther than 1/16th inch g ap . Use a hea ted

bub bler than c an ha ndle a pa rtial vac uum w ithout c ollap sing in. Even b etter are 2

c a rbureto rs for fuel and wa ter. If using a bubb ler, use a va lve in line with exhaust gases

to the b ubb ler. For Alternate sma ll engine p lans tha t include s the smo oth w a ll pipes of

d ime nsions that c rea te a sma ller rod to p ipe ga p. Please view the vortex hea t

exc hang er group files conta ined in this doc ument. This file is listed be low.

The history beh ind the rea c to r magnetic In som e o f the GEET training vid eo s so ld

through tesla tec h, Paul Pantone says tha t one day he w as running his eng ine o n a

be nc h and c onnec ted to an exhaust ana lyzer. Mike Holler need ed som e spac e on the

be nc h a lso so Paul turned his rea c tor to m ake m ore room. He no tic ed that the

pollutions numbers on the ana lyzer went d ow n as he turned the reac tor. He then

proc eede d to turn the rea c tor all different wa ys for a long time while looking a t the

ana lyzer and d isc ove red that it had very low po llution num be rs whe n the rod nose e nd

of the rea c tor wa s fac ing South.

I have hea rd o f another person who ac c ide ntally put there a lrea dy mag netized rod

bac k into the reac tor the w rong d irec tion and their rea c tor still worked just a s we ll. But

Paul Pantone sa id w hen som e of t he GEET c om pany d istributo rs too k dem onstra tion

rea c tor pipe s ap art and put them ba c k together they stopp ed working if the p ipe s

we re inad vertently turned and not o riented like in the ma gne tic d iag ram in the vortex

heat excha nger group.

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There is a muc h a bout the m agnetic still to b e lea rned . When Paul Pantone uses a

vertic a l rea c tor, he p oints the rod nose do wn and the va po rs b low it up so it floa ts

bette r in the w ind, but in the Northern hemisphere w here Paul lives dow n is North, not

Sou th like he originally d id fo r a horizon ta lly oriented rea c to r. But a nyway he says he

ge ts mo re p ow er from a vertic al rea c tor than a horizonta l rea c tor.

Ma ybe the m agnetic d irec tion is not a s important a s point either North or South b ut I

don't rea lly know. I think the reason a vertica l rea c tor gives a b ette r rea c tion and mo re

pow er is bec ause it is ea sier for the rod to sp in and tha t g ives a bette r rea c tion. If not fo r

any othe r rea son b ec ause the re is low er resistanc e to the flow o f the va pors whe n there

is d rag only ag a inst the inner pipe wa ll ra ther than aga inst a non-sp inning rod a lso.

Dav id Pantone wa s saying tha t sma ller rea c tors work be tter w ith sma ller eng ines.

Ac c ording to him, som ething like a rea c tor with a 9/16th rod might work be tter with a

20hp e ngine than a 10hp e ngine and a 5hp engine might wo rk better with a 3/8 rod

and eve rything else p rop ortiona tely sma ller.

If som e o f the p arts are m ag netized too strong ly a lrea dy from the fa c tory then the

rea c tor may never start working a nd so c an never ma gne tize the p arts the c orrec t wa y.

So it is still goo d to c hec k and insure there a re no strong ma gnetic fields on the parts

from the fa c tory or from builders c utting, welding , etc . Various types of working on the

tube s c an lea ve mag netic fields on them .

If there a re a ny strong fields detec ted with a c om pa ss it ma y be best to heat up the

pa rts to a very dull red in the d a rk as a w ay of erasing the m agnetic fields. Hea ting a

ferrom agne tic me tal ab ove the Curie temp erature w ill erase the ma gne tic fields.

Spinning the reac tor Rod

It’ s not tha t ha rd . I [Naresh] ha d mine sp inning b y hav ing the rea r stop wire p lac ed in

the rea r indent ion o f the rod . I c ould he ar it when it sta rted sp inning . It made a very

slight noise o f the c ente ring bump s aga inst the inner tube wa ll. If the c ente ring bump s

are rounded there is not m uc h sc rapp ing. Paul Pantone and o thers have left off their

c ente ring bump s and still go t there rod sp inning and held c ente r side to side w ise b y

the vo rtexing .

A rod spinning pe rpe ndicula r to a ma gne tic field w ill induc e c urrent in the rod that will

travel in a loo p inside the rod and figh t a ga inst its trying to sp in. A rod sp inning p a ra llel

with a ma gne tic field c an induc e c urrent in the rod to travel out to its pe rime ter if it is

elec tric a lly c onnec ted to som ething outside the m ag netic field. That is how a homo

polar generato r wo rks.

But the rod sp inning is not like a n AC gene ra tor unless there were a perpend icular

ma gne tic field w ith a North a nd South p ole tha t the rod wa s alternate ly spinning

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through. But the G EET doe s not ha ve tha t type o f ma gnetic field. If the rod ha d a

ma gnetic field c om ing ou t its sides it c ould induc e c urrent external to it if it sp ins but

aga in it d oes not have a ma gnetic field c om ing out its sides so it is not like an AC

ge nerator in that respe c t.

If it d id then you a re c orrec t that the external co ils wo uld have to b e w ound d ifferent top ick up elec trica l ene rgy. The d iag ram is for the purpose o f show ing you ho w Paul

Panto ne d id it when he me asured elec tric al pow er c om ing o ff the rea c tor and for the

purpose o f show ing you ho w it wo rked , so I think it should not b e red rawn som e o ther

wa y that Paul Panto ne d id not get c urrent from .

Instea d of c hang ing the design o f som ething that w orked to som e o ther design tha t is

no longer the same , it is bette r to try and rep rod uc e the same wo rking d esign and try to

rep rod uce the phenom ena that ma de it wo rk. I be lieve the g enerated c urrent wa s

from som e m ore unusua l pheno me na . I've spent a long time investiga ting it and

thinking abo ut a ll the kind of things that you a re no w thinking ab out.

Reac to r Rod from the GEET institute –Power point file 

If you used the free p lans (12” Rod ) and you w ant to d o a n efficienc y test is suggested

tha t you w ant to d o test of how long it runs with versus without the reac tor, tha t you use

E85 or E100 high etha nol fuel. Same for emissions testing with ve rsus without the rea c to r.

And in those c ases you will need to put a shorter rod in it. Hop efully if you sta rt w ith a 12

inch rod then a fter 30 minutes you w ill see a m agnetic signa ture with the etha nol fuel

tha t is shorter than 12 inc hes betw ee n the end points.

For the best fuel econo my a nd longe r run time s and to use the b ubb ler for more oilyfuels which I think was mo re Paul Pantone's intent , we rec om me nd using d iesel fuel or

non-synthe tic motor oil. Tha t should w ork be tte r initially with the 12 inc h rod a lso.

You w ill still nee d to p ut a sma ll amount of p etrol in the fresh a ir va lve to get the eng ine

sta rted . Also w e sugge st p utting a sma ll amo unt of e lec trolytes in the wa ter/ fuel mix.

Som ething like a sma ll amo unt of am mo nia and a very sma ll amo unt of ba ttery ac id .

Sa lt is go od a lso if you are b rave. Paul Pantone d id not ha ve a p rob lem with it but som e

pe op le a re a fra id to ha ve salt go ing into their eng ine.

If you find tha t the bubb ler stays with more water or even sta rts filling up with wa terc ond ensing o ut of the exhaust then you might want to try letting a sma ller amount o f

exhaust into the bub bler and add a sma ll amo unt of fresh a ir to b ubb le through w ith

the exhaust. If you c an c lose the e xhaust bac k pressure va lve c om p lete ly and it eng ine

keep s working then you know it is c rac king w ell eno ugh to relea se a lot o f oxygen.

But a lso, in that c losed loo p c onfiguration, insure the exhaust is not b lowing out any of

the o ther valves and is ac tually go ing all ba c k into the eng ine.

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If the fue l is petrol then you w ill have som e left over in the b ubb ler. We have never see n

a single video or heard o f a single time tha t Paul Pantone ever used petrol and w ater in

a bubb ler. He uses a bubb ler for oil and wa ter with elec trolytes and som etimes just

wa ter and elec trolytes and no hyd roc a rbo ns a t all.

Petrol is ma de up of a wide rang e o f sizes of hyd roc a rbon mo lec ules. The shorter cha inmo lec ule e vapo rate first a nd slow ly mo re a nd mo re long c hain mo re o ily portions of the

petrol are left be hind. If your rod length is tuned for short or med ium length

hydroca rbo ns that eva po rate first then the reac tor will not wo rk well with the long c hain

mo re o ily hydroc arbons that tend to b e left for last.

You will get bette r results with a bubb ler if you use o ily fuels and ad just the rod leng th for

more o ily fuels. Diesel fuel oug ht to work also in a b ub b ler. Pet rol can be used just for

sta rting the engine a nd ge tting the reac tor wa rm enoug h to sta rt working. The p etrol

c an be p ut in the fresh a ir input va lve to sta rt the eng ine. If the eng ine w ill not kee p

running on c rac ked oil and wa ter then som ething is not w orking, vac uum leaks,ma gnetic, rod length, etc.

If you want to run co ntinuously on p etrol then you need som ething that ma kes a fog of

the fuel suc h tha t ea c h d rop let c onta ins all frac tions of evap oration p oints of the fuel.

Paul Pantones ha s used sma ll c a rbureto rs, Naresh how ever rep orts tha t when he t ried

that w ith a c hea p sma ll c arbureto r it ma de too large of drop lets and that g ot the rod

we t and the rea c tor stop ped wo rking. Now he tries to use o ther things to make very

sma ll d rop lets.

We think tha t this is the m a in prob lem p eo p le ha ve ha d o ver the yea rs, not the GEET

itself, but c ontrolling the va c uum & fuel. Firstly we ne ed a c onstant minimum vac uum a tall time s & for idle. Sec ond ly we need to increase tha t vac uum up to m aximum

grad ua lly whilst introd uc ing mo re fuel & a ir. The 2nd part being the pa in in the b ac kside

to a c hieve . Na resh State s: I tried using a smo g p ump as a vac uum p ump and it wo rked

great fo r giving m e a few inche s mo re va c uum b ut it had lea ks around the be arings or

bushings, I think for ventila tion c oo ling of the b ea rings or bushings. I tried to p lug the m

but still I c ouldn't get m y rea c tor output g ases to g ive m e m uc h ene rgy for c om bustion

in the e ngine but it might ha ve b een for other rea sons and a fter I ge t a ll the o ther bugs

wo rked o ut I might try it ag ain.

Any vac uum p ump for use w ith a GEET rea c tor need s to ha ndle high flow volume a ndhot g ases c om ing o ut of the reac tor. The smo g p ump had c arbon c om po site sea ls that

wo rked well w ith hot g ases.

Wate r in the Bubble r 

The exha ust is rich in wa ter va pors. If the bub b ler is not exte rna lly hea ted then it is

c om mo n for that w ate r to c ond ense in the bubb ler rathe r than ha ving w ate r in the

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bubb ler vaporizing . When the lighter portions of the petrol vap orize it a lso has a c oo ling

effec t that c an increase the a mo unt of wa ter that c ond enses in the bub bler. That m ay

be o ne reason tha t on som e o f Paul Pantone 's rea c tors he ha s only fresh a ir go ing to

the b ubb ler.

On his b igge r b lue d em o unit whe re he send s exhaust to the b ubb ler he a lso he a ts theoutside of the b ubb ler to help keep the wate r c ontent va porizing rather than

condensing.

Free Plan’s version

Do-It-Yourself

GEET Construc tion Plans

for a Small Engine (<20 HP) 

Cred its go t to JLN lab s and Rex Resea rc h. Plea se Cop y and enlarge fo r a b ette r view.

An Alternative source for this d iag ram c an be found at the follow ing:

https://reader009.{domain}/reader009/html5/0506/5aee1504a7994/5aee1. 

Here is anothe r g raphic kind ly done b y JLN labs, this was translated by Panacea

France.

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Step 1 ~ Too ls nee ded - pipe wrenc h, cresc ent w renc h, sp ring tube b end ers, p ipe

c utter, p ipe flaring too l, a llen w renc h, solde ring eq uipme nt, file, and sc rew d river.

Ob ta in all your pa rts and too ls needed for the c onversion a hea d of time . (Parts List a tbot tom)

Mo st p rofessional p lumb ing supp ly stores stoc k higher qua lity pa rts c om pared to la rge

home c enters c hea p p lumb ing pa rts. The savings aren't that m uc h on a sma ll projec t

like this. The most c ruc ial qua lity p art is on the inner pipe, p rob lems a rise from

inco nsistent wa ll thickness, out o f round ness, thic k we ld sea ms, etc on low qua lity pipe .

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Step 1: Too ls Nee ded ~

Step 2 ~ Strip dow n the eng ine rem oving the g as tank, muffler, and c arbureto r. Rem ove

the m ow er blade and rep lac e w ith a 12" diam eter steel disk flywhee l of the sam e

thickness as the blade for safety.

Step 2: Stripp ed Eng ine ~

Step 3 ~ Take the 1"x1/ 2"x1/ 2" red uc ing te es and mo unt the m on a 1" nipp le (short

p ipe ), and then using a la the, mac hine the end smo oth a nd fly c ut (bore out) the hole

in the end 27/ 32" (21mm) so tha t the 1/2" inner pipe w ill slide inside . This p roc ed ure c an

a lso be d one by using a d rill press to d rill a 27/ 32" or 7/8" hole in the end of the tee and

then use a file to smo oth the roug hness off.

The 1/2" pipe c onnec tor and 1/ 2" tee w ill eac h need to ha ve one end smoo thed off as

we ll to rec eive the c op per washers as a t ight sea l.

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a c om pression p ipe c onnec tor or a piec e of rubb er hose w ith c lam ps will need to b e

c onnec ted from the engine intake to the Bubb ler pipe .

(1/2" va lve (Auxiliary Bubb ler Va lve), 1 1/ 2" x 1/ 2" nipp le, 1/ 2" tee, 1 1/2" x 1/2" nipp le,

1/2" va lve (Throttle/ Bubb ler Va lve), 1/ 2" to 1/4" p ipe red uc er bushing, ha lf of 3" x 1/ 4"

nipp le.) and (Muffler, 1/2" ba ll va lve (Op tiona l - Bac k p ressure va lve), 3" x 1/2" nipp le,1/2" tee, 1/2" to 1/4" p ipe red uc er bushing, ha lf of 3" x 1/4" nipp le, 1 1/2" nipp le.)

Step 5: Valve C om pone nts ~

Step 6 ~ Assem ble the sub-assem b lies onto the rea c tion c hamb er ab ove m aking sure

to insta ll the 12" rod inside pointed awa y from the eng ine. Now it's time to sta rt on the

bubbler.

Step 6: Finished Reac to r ~

Step 7 ~ Take 10 3/4" x 1/ 2" c op per pipe a nd solder a c op per 1/4" NPT - 1/ 2" p ipead ap tor on one end and a 1/ 2" c ap on the o ther. Drill a 1/ 16" hole throug h the c ap ,

turn 90 deg rees and d rill throug h ag a in, a lso one up throug h the b otto m. Take the o ther

1/4" NPT - 1/ 2" ad apto r and c ut off the thin wall portion to ma ke a p ipe nut and file

smo oth fo r inside the Ant i-Free ze jug.

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Step 7: Bub b ler End & Pipe Nut ~

Step 8 ~ Take a 1 ga llon a nti-freeze jug a nd d rill a 1/2" hole near the top of the jug and

through the c ap as illustra ted . Assem ble the p arts tog ethe r in the follow ing o rder. (Hose,

half of 3" x 1/4" nipple, 1/4" pipe connector, short 3/4" nipple, bushing, hole in jug,

bushing, and p ipe nut.) and ( (Op tiona l - Bac k Pressure Hose), ha lf of 3" x 1/ 4" nipp le,1/4" p ipe e lbow , short 3/4" nipp le, bushing, hole in jug c ap , bushing, and solde red p ipe.)

Step 8: Bub b ler & Hoses ~

Step 9 ~ The p ort ad ap ter wa s forme d by c lea ning the intake a nd exhaust p orts off.

Then d ipp ing a finge r in the exhaust p ort to g et som e soo t to rub on w ide ma sking tap e

tap ed ove r the p orts. This then leave s a pe rfec t tem plate to the n tap e into a 1/2" thic k

piec e o f steel , then d rill the m ounting a nd the p ort holes and tap the p orts with a 1/ 2"

NPT threa d ta p .

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Step 9: Exhaust & Inta ke ~

Step 10 ~ Use 1/2" tub ing for 10 HP or less (* 5/ 8" tub ing and flare fittings for 10-20 HP)

with a 1/2" tub ing sp ring b end er and form a loo p , then remove the sp ring. Slide the flare

nuts on ea c h end , and then slide the flaring too l on so tha t the pipe stic ks out a bo ut3/16", make the fla red ends. (Air-Co nd ition ing supp ly houses c a rry flare fittings if you

have difficulty finding them.)

Step 10: Tub ing Loop ~

Step 11 ~ Assem ble all the p arts onto the e ngine, and then a dd a 1" p ipe support or 1

1/4" exhaust ha nga r. Fill the bubb ler up no mo re than 1/ 4 full till you g et used to using it

(up to ha lf full la ter), have som eone stea dy the jug w hile sta rting the eng ine so it

doe sn't sp ill into the hoses. If we t fue l gets on the reac tion rod it will stop running , you'll

have to d ry your rod and hoses out. You c an hang it from the m ow er hand le if you like

late r afte r it's sta rted .

You m ust p oint the e xhaust end of the rod due no rth while sta rting the eng ine the first

time and let it run for 30 min to "burn in the rod ". The rod will self ce nter ma gnetica lly by

itself after it's running or you can we ld three bumps on eac h end to c ente r the rod (file

them to fit snug ly).

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Lea ve the o p tiona l bac k pressure va lve full op en, ope n the throttle ab out ha lfwa y and

c rac k open the mixture va lve, and sta rt the e ng ine by va rying the a ir mixture va lve. If it's

very c old you w ill have to c hoke the engine by b loc king o ff the a ir va lve w ith your

finger. Then slow ly increa se the throttle wide op en while ad justing the air mixture va lve.

The engine w ill turn over easily if you a re nea r the right set ting, if it's ve ry hard to pull,rea d just the throttle or air va lves. Make sure to pa int all external pipes and c onne c tors

with High Tem pera ture Grill Pa int or they w ill rust ve ry quic kly a fterwards. (Exce p t

c op per, b rass or ga lvanized )

Step 11: Finished Conve rsion ~

Step 12 ~ for an insta lla tion on a ge nerato r, you c an a lso use 90 degree elbo ws to kee p

the p ipes within the c age. Mount the GEET Fuel Proc essor as fa r aw ay as possible from

the g enerator ma gne tic field so they do no t interfere w ith ea c h othe r. Also b e ve ry

c areful with c red it c ards in your poc kets or video c am eras, etc from ge tting too c loseto the e ngine w hile it's running so they w on't b e e rased .

Ste p 12: 5 KW GEET Gene rato r ~

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Finally: Expe riment w ith the op tiona l "Bac k Pressure Va lve" to run c losed loop on

alternative fuels, don't use hydroca rbo n fuels, bec ause they w ill be c onta minated with

wa ter from the exhaust (Hydrog en a nd O xygen c om b ining). Different m ateria ls for the

inner p ipe a nd rea c tion rod . Different rod leng ths and a lso threaded rod s, eng ine side

of the rea c tor loc a tions for the air mixture a nd / or thrott le va lves, exhaust hea ted

c op pe r tubing from the b ubb ler to the throttle va lve, 5 gallon b ubb lers, doub le

bubb lers for non-soluble fue ls, vac uum ga ge s, etc , etc , and a lso "a lternative fue ls".

Ad d itiona l note : It has been found tha t the 1/2" rea c tion rod inside the pyrolitic

c ham be r gives a bit too m uc h c lea ranc e. It is rec om me nde d to use a 9/16" steel rod for

the rea c tion rod .

Parts List

Note : Som e Eng ines on ly --- 1/2" Steel Ad ap ter Plate with 4 flush 3/ 4" Allen Sc rew s and

12" steel d isk

Fue l Proc essor:

1 - 16 7/16" x 1/ 2" Blac k Pipe - (Cut + Threaded)

1 - 12" x 1" Blac k Pipe Nipp le (pa inted )

1 - 12" x 1/ 2" Ste el Rod

2 - 1" x 1/2" x 1/ 2" Ga lvanized Red uc ing Tee s (Ward - b est)

2 - 22mm / 7/8" Co pper Oil Dra in Plug Wa shers

1 - 2" x 1/ 2" Ga lvanized Pipe Nipp le

1 - 1" Ga lvanized Pipe Hang ar with Bolt & Nuts

4 - 1 1/2" x 1/2" Ga lvanized Pipe Nipp les

1 - 3" x 1/ 2" Ga lvanized Pipe Nipp le4 - 1/ 2" NPT Ba ll Valves (B&K - best)

1 - 1/ 2" Ga lvanized NPT Muffler

3 - 1/ 2" Ga lvanized Pipe Tee s

2 - 1/ 2" x 1/ 4" Ga lvanized Pipe Red uc ing Bushings

1 - Ca n Hi-Tem p Grill Pa int

27" - 1/2" Copper Tub ing (* 5/8")

2 - 1/2" NPT / 1/ 2" Brass Ma le Flare Fitting (* 5/ 8")

2 - 1/2" Brass Flare Nuts (* 5/ 8")

Bubbler:

1 - 1 ga llon Anti-Freeze Jug

4 - 1/ 2" Ga lva nized Hose C lamp s

6' - 1/ 2" ID Clear Vinyl Hose - (c ut in ha lf)

2 - 3" x 1/ 4" Ga lvan ized Pipe Nipp les - (cut in ha lf)

4 - 9/ 16" Ga lvanized Bushing Washe rs - (1/8" thic k)

1 - 1/ 4" Ga lvanized Pipe Elbow

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2 - 3/4" x 1/ 4" Ga lvanized Pipe Nipp les

1 - 1/4" Ga lvanized Pipe Conne c tor

1 - 10 3/4" x 1/2" Co pper Wa ter Pipe

1 - 1/2" Co pper Pipe C ap

2- 1/2" x 1/ 4" NPT Co pper Pipe Ad ap ters

Walk through video theory of the FREE plans 

http://au.youtube.com/user/neverchk 

Modified Carby

Op en source e ngineer Ady state s that he has using a whipp er snipp er/c hainsaw c a rby

on his Peug eo t & it has p rove d just ab out p erfec t for id ling the 1.4Liter eng ine, , but

nee ds to a dd a nothe r for pow er etc . So, that in mind, Ady sta te reasons tha t if one

we re use this c a rby on a sma ll genset (5HP) it ma y work perfec tly. He d idn't mod ify it a t

a ll; he just used the c hoke p late to c ontrol the vac uum & fuel. Also, the m ixture seems

to b e ve ry, very ad justab le via the sc rew on the side o f the c a rby, very rich to very

wea k. The little "bliste r pump" is usefu l for sta rting from c old , even my Peugeo t fires up

on the GEET set up .

The G EET need s a 3 to one a ir fue l ratio, so the id ea is to restric t the c arby so yo u c an

ac hieve this. In the follow ing, Pana c ea mo d ified a 6.5HP Brigg ’s Genset c a rby and

used washers to restric t the a ir in,

Panacea’s Modified Carby

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Ma de fo r Easy retro fitting on to the GEET reac tor

Notes for a c a r engine. For those w ho do not know, since tha t GEET rea c tor's output

gases go into the eng ine's intake b efo re the c a r's origina l throttle p la te, tha t little

c a rburetor needs a c ontrol linkage to c lose it so it ca n ma intain a g ood vac uum in the

rea c tor at low RPM.

Large Auto Plans Courtesy of the GEET institute

GEET FUEL PROCESSOR PLAN SET SA-1

The fo llow ing p lans a re d esigned to he lp you retrofit your internal c om bustion eng ine

with the GEET Fuel Proc essor Tec hno logy. The d iag ram d rawings rep resent w orkingdesigns of basic individua l parts and c om ponents need ed for a ma nually op erated

retrofit a pp lic ation o f an automotive type eng ine. Change s or varia tions of d esigns ma y

be nec essary to fit your spec ific nee ds (exam p le: flange mod ific a tions, parts

plac em ent, spa c e limitations etc .).

As long as the p rinc iples of the GEET Tec hno logy are a dhered to a nd a ll system

c om ponents are inco rporated as spe c ified , your retrofit a pplic ation should func tion

prop erly. WARNING!!—This info rma tion is c lassified as EXPERIMENTAL!! We c annot

guarantee results. Plea se ta ke time to ed uc a te yourself suffic iently be fore proc ee d ing.

The following is for informa tion purposes only. We d o no t control the m aterials used in

c onstruc tion, the me thods of construc tion, nor the a pp lica tions of c onstruc tion or use o f

the finished produc t. The refore, WE ARE NOT RESPONSIBLE FOR DANGEROUS OR

UNDESIRABLE RESULTS, and we do no t take respo nsibility for a c c idents due to

negligenc e o r igno ranc e!!WARNING!!—Gasoline is EXTREMELY FLAMMABLE and caution

should a lways be used when wo rking a round it. Do not smoke a round it, and keep it

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away from open flames. Wheneve r possible you must use goggles, glove s and / or other

protective gear.

WHAT IS A GEET FUEL PROCESSOR?

The GEET Fue l Proc essor (GFP) is a fue l refinery, p lasma field genera to r, and fue l de live ry

system a ll rolled into one . The GFP is c apab le of d rama tica lly increa sing the efficienc y

and dec rea sing the pollution on a n internal com bustion eng ine. The GFP is a lso

c apab le o f using diverse fuels tha t the engine w ould no rma lly not to lerate . For ma ny

app lic a tions, the G EET retrof it can pay for itself in a short period of time . The GEET Fue l

Proc essor wo rks on the p rincipa l of hot and c old a ir ma sses mo ving in op posite

direc tions within a vac uum. By running the fuel vap or up through the c enter of the

exhaust, in the op posite d irec tion of the exhaust flow , we a re simu la ting these a ir

masses. The rea c tion rod in the G FP ac ts like a synthe tic “ Mo the r Earth” . As the ma sses

shea r aga inst ea c h other, friction c auses the forma tion of elec tric a l c ha rge s and the

a tmosphere (around these c ha rges) be c om es ionized . Plasma forms as “ lightning”within the rea c tion c ham be r c ausing w hate ver fuel being used to “ transmuta te” into a

new, c leaner, simp ler ba sed fuel w e c a ll “ GEET Ga s” . With the GFP, fossil fuels would no

long er be a s “ po lluting” or “ha rmful” to the environm ent a s before, and the terminology

“ usable fuel” wo uld ta ke on a w hole new m ea ning. To b etter understand how the GFP

works, let ’ s look at the sma ller sub -systems:

1)Liquid -to-Vapor Phase C ha nger—The G FP rea c tor utilizes a va porized fue l, no t a liquid

fuel. Therefore we must inc orpo ra te a me ans to c hange the liquid fuel, by means of a

pha se c hang e, into a vap or. The d rier the vap or the better. A b ubb ler or even a

mo d ified ven turi ca rbureto r ca n suffic iently delive r an a erosol, which is sma ll drop lets of

liquid fuel mixed with a ir, to the rea c tion chamb er. The he avier the fue ls the m ore

d ifficu lt it is to va porize them . The bubb ler has delivered bet ter results, in the use o f

hea vier or d iverse fue ls and a lso seems to be m ore e ffic ient in the va poriza tion of fue l.

For ongo ing op eration, the b ubb ler will need to have a floa t system set up to regulate

the level of fue l in it.

2)Rea c tion Cha mber—This is a p ipe in the c enter of the e xhaust system which utilizes a

hea t transfer or plasma rea c tion to b rea k the fuel dow n into a simp ler, c lea ner form

befo re it is fed into the eng ine. By running fuel vap or throug h the c ente r of the e xhaust

in the o ppo site d irec tion o f the exhaust flow we are simulating a natural phenome non

of ho t a nd c old a ir ma sses c olliding. This c ollision within a vac uum helps crea te the

desired “ rea c tion” need ed in the GFP.

3) Air Ma nagem ent Va lve (AMV)—The ne w “ GEET Fuel” c om ing from the reac tion

c hamb er must be p rop erly mixed with add itiona l inco ming fresh a ir as it is me tered into

the engine. This is the job of the Air Ma nagem ent Va lve. This c an be a s simp le as using

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two b a ll va lves or as c om p lica ted as ma c hining e ither the unit show n in these p lans or

one of your ow n de sign.

We have d iag ramed a ma nually ope ra ted a ir ma nag em ent valve for sma ll eng ine use,

and a leve r c ontrolled unit for the larger eng ines. Understand tha t you ha ve the

free dom to m ix and m atc h styles and designs to b est suit your app lic a tion needs, spac erequirements, and your individual abilities.

For sec urity and p rote c tion rea sons, we a re no t inc lud ing the spec ific c lea ranc es for

ea c h a pp lica tion. You w ill need to c a ll GEET Ma nagem ent a t (801) 913-5028 or write us

a t info@gee t.co m, to get t hese spec ifica tions. When built p rop erly, the GFP should wo rk

as prom ised and in m ost instanc es ma y exce ed your expec tations.

The sub -systems of the G FP will now be e xpla ined in grea ter deta il:

THE BUBBLER

One o f the ma ny metho ds of phase-cha nging the liquid fuel into a vapo r is a b ubb ler.

Inc luded in this set o f plans a re three d rawings of b ubb lers. Eac h has adva ntage s and

d isadva ntages, so w ill be up to you to stud y them and c hoo se w hich is right for your

application needs.

Air is draw n into the b ubb ler through the inlet a t the top and g oes through a tube to the

bo ttom o f the bubbler whe re it esc ap es and “ bubb les” up to the surfac e of the liquid.

As tha t a ir bubb les up throug h the liquid fuel, it c rea tes vapors in the to p portion o f the

bub bler which a re p ulled into the rea c tion c ham ber by the va c uum of the e ngine. A

d iffuser/b ubb ler plate a nd/ or meta l “ sc rub p ad s” plac ed in the bub bler will help break

up the larger bubb les into sma ller ones to p rod uc e b ette r va pors, enric hing the fuel

mixture to the reac tion c hamb er. Various othe r type s of b ubb lers c an be used a lso. The

liquid level within the b ubb ler should ne ver be high enoug h to a llow the liquids to b e

sucked into the reac tion c ham be r. Only the vapors are a llow ed in the rea c tion

c ham be r for the p roc ess to w ork properly.

For c ontinuous running a pp lica tions, you w ill need to c ontrol the fluid leve l in the

bub bler. One wa y of do ing this is to a ttac h a “ Holley” floa t c ham be r to the side of the

bubb ler as show n in the d rawings below . This is a me c hanica lly op erate d system tha t

c an suffic iently do the job . If you use this me thod , the surfac e o f the b ubb ler you a re

atta c hing the c ham be r to must be fla t. A fuel bo wl adap ter (show n on the draw ing)

c an b e ma de to c onnec t the cha mb er to a round bub bler. You will need to drill ab out

5 or 6 1 / 4” holes ac ross the b ottom a rea of the b ubb ler, whe re the c ham be r atta c hes,

so liquid c an flow from the float c ham be r to the b ubb ler. Another 3 or 4 holes should b e

d rilled in the bub bler, at the top area of the floa t c ham ber to eq ualize pressure

be tween the two c hamb ers.

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Another wa y of c ontrolling the fluid level wo uld be a n externally mo unted elec tronic

floa t switch. This c ould b e a dap ted to e ither shap ed bub bler. Parts need ed wo uld be

an elec tric floa t sw itc h, a horn relay, a p rop ane shut-off soleno id , som e 2” PVC p ipe

with solid end c aps, 16-18 gauge w ire, sc rew-in b rass hose fittings, som e 5/ 16” fuel line

and hose c lam ps (See illustration).

The p rinc iple used here is tha t fluids w ill see k the ir ow n leve l. Therefore, the leve l of fluid

in an externally mo unted c hamb er will be c onsistent w ith the leve l in the bubb ler. The

ad vanta ge is that the leve l in the floa t switch w ill not b e a s affec ted by the c onstant

bub bling a c tion that takes plac e in the bubb ler.

The e lec tric floa t switche s ava ilab le a re for very low am perage . The a mo unt of p ow er

req uired to a c tivate the p rop ane shut-off soleno id wo uld burn out mo st floa t switc hes.

Therefore we use a relay, ac tivated by the floa t switc h. The relay then ac tivates the

shut-off soleno id. Adjust the floa t switc h within the c hamb er to the d esired height o f the

fluid in the b ubb ler. Ra ising the fluid leve l in the bubb ler can g ive a riche r mixture, butrem em ber not to a llow any liquids to b e suc ked into the rea c tor. Ma intaining a fluid

leve l approxima tely 1 to 2 inc hes over the b ubb ler/d iffuser p la te should g ive g oo d

results. You w ill nee d to e xperime nt a nd dete rmine w hat works best a t your altitude .

You m ay find that a fuel pump isn’t nec essary. The va c uum w ithin the bub bler may be

suffic ient to “ pull” the fuel into the bub bler. A disad vanta ge to this is that too muc h fuel

ma y be pulled into the bubb ler if your shut-off valve d oe sn’ t sea l p rop erly.

During the phase c hange from liquid to vapor, you w ill notice tha t whe n using g asoline

your bub b ler will bec om e very cold (this should be the first fuel you use, bec ause it is the

ea siest to use). The lighte r elem ents in the gasoline w ill va porize a t roo m te mpera ture,

but the hea vier elements will resist vap oriza tion due to the c old a tmosphere c rea ted .

Eventua lly you w ill vaporize a ll the “ lights” and end up w ith a bubb ler full of “ skunked ”

fuel. The heavier elements will req uire the b ubb ler to b e hea ted to enhanc e the ir full

va poriza tion. This c an be ac c om plished by either surround ing the b ubb ler with hot

exhaust from the e ngine, and / or direc ting som e of the exhaust into the bubb ler instea d

of fresh a ir.

The b ubb ler can b e c onstruc ted of m eta l or som e p lastics suc h a s PVC. When using

p lastics, ma ke sure tha t the g lue you use w ill not d issolve in the fue ls you will be putting

into the b ubb ler. We have found tha t JB Weld™ epoxy is goo d to use. If you c hoo se to

use e xhaust gases to surround and hea t the bub bler plastic should b e a voided due to

the ho t temperature of the e xhaust. If you c hoo se to use exhaust ga ses to b ubb le the

fuel with, there a re seve ra l fac tors to c onsider:

First, when ta pping into the exhaust system , co me out in a “ Y” fashion. If you “ T” into the

exhaust, there c ould b e a siphoning effec t tha t might suc k the fuel into the exhaust. By

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c om ing out of the exhaust a t an ang le a s “ Y” under slight p ressure, the siphoning is

eliminating.

Sec ond , the line c a rrying the exhaust to the b ubb ler must a t som e p oint rise a bove the

top of the bub bler to eliminate d rainag e bac k into the line upo n shut down.

Third, you m ust use the “ ma nual valve” between the exhaust source and the b ubb ler

inlet to c ontrol the am ount of exhaust entering the b ubb ler to ma intain a vac uum.

Having the va lve op en to far could c ause the va c uum to b e lost and a “ pressure” to b e

forme d in the b ubb ler. We have noted in our testing tha t the effic ienc ies c an b e c ut to

1/3 b y pressurizing the b ubb ler (as op posed to having it unde r va c uum). The va lve m ust

also be c losed whe n starting or stop ping the unit to prevent fuel from be ing forc ed into

the exhaust by ba c k pressure from the eng ine.

Finally, all of the c om po nents exposed to the hea t of the exhaust must be c ap ab le o f

ha nd ling this hea t. Most ba ll va lves use a Teflon™ sea l inside tha t will melt with the hea t

of the exhaust. Furthermore, if using a PVC bubbler, the exhaust would melt the plastic

at the p oint of inlet. We have used a m eta l sc rew -in lid in both the “ top ” and “ bo ttom”

app lica tions of a dmitting a b ubb ling e ffec t into the bubb ler. The m eta l lid will d issipa te

the heat into the fuel be fore it com es into c onta c t with the PVC. When using the

“ bo ttom ” me thod for bubb ling, ma ke sure the inlet line o r tube at som e p oint rises

highe r than the bub b ler to prevent the liquid fuel from running b ac k out upon shutdo wn

of the eng ine. The “ valve” should be p lac ed a t the “ highe r” spot a lso.

In summ ary, the b ubb ler ca n b e squa re, round , heated, not hea ted , tall or short (make

sure it is ta ll eno ugh to keep the liquids from being suc ked into the rea c tion line!).

Whate ver the spec ific need s of your app lica tion a re w ill dete rmine if you should use abubb ler and how tha t bub b ler should b e b uilt. For co nsta nt running ap p lica tions, a

me ans of c ontrolling the leve l of fuel should be used . Be sure to use m ateria ls ab le to

hand le the fuels and tem peratures to w hich the y will be e xposed . Either fresh or

am b ient a ir or exhaust ga ses c an b e b ubb led up through the bub bler. The a mb ient a ir

is ea sier to work with, but the exha ust gases may offe r bet te r results.

MODIFIED CARBURETOR

For ce rtain ap plic ation a bub bler may b e imp rac tic al. Spa c e limitations or other

restrictions ma y req uire the use o f a mo d ified sma ll eng ine c a rbureto rs. We have

suc c essfully used 8- and 10-HP c arbureto rs of horizonta l sha ft Tec hum seh™ eng ines. The

d rawing show s tha t we restric t the venturi in the c a rbureto r to p ass mo re a ir ove r the

pickup tube .

The stoc k carbureto r is designed to delive r a 12:1 air/ fue l ra tio (AFR). For the GEET we

need a 2 or 3:1 AFR. This is ac hieve d by restric ting the ve nturi d iameter and forc ing a ll of

the a ir past the fue l feed tube. This c an be a c c om plished by either d rilling a sma ll hole

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in the c hoke side of the ve nturi and mo unting a ba ffle to direc t a ll of the a ir ove r the

d isc ha rge fee d tube, or by using JB Weld™ to “ sec ure” a wa sher into the venturi,

restricting the inlet (lea ving the c hoke o n full ma y also he lp c hannel the a ir).

Co mb inations of a ll of these tric ks c an be used to m ake the m ixture ric her to deliver the

nec essary fuel c harge for a strong and pow erful rea c tion.

The m ixture a djustment sc rew c an a lso b e used to regulate the a mo unt of fuel to b e

delivered into the rea c tor, helping to c ont rol eng ine pow er req uirem ents. NOTE: If you

ad just the air/ fuel mixture g oing to the reac tion c ham be r too m uch on the “ ric h” side ,

ec ono my w ill dec rea se a nd pollution leve ls will inc rea se.

THE REACTION CHAMBER

The heart of the GEET Fue l Proc essor is its reac tion c ha mber. In a sense, it is the single

most imp ortant p a rt o f the ent ire system. Ironica lly, it is a lso usua lly the ea siest p a rt o f

the system to build and tune! Most o f the time if a system is not op erating p rop erly, it

isn’ t the fa ult of the rea c to r (unless the re a re lea ks). Improper fuel mixtures, va c uum

lea ks, too m uc h liquid b eing fed into the rea c tor, will ca use p rob lem s be fore the

rea c tor will.

The follow ing three effec ts must b e present in the reac tion c ham ber in o rder to c rea te

the “ rea c tion” (assuming the hardwa re is c orrec t):

a.)Heat

b .) Vac uum on the inner c ham be r c arrying the fuel.

c .)Cross flow of exhaust and fuel (hot in one d irec tion, co ld in the othe r.)

Upon initial sta rt-up, you w ill instantly have vac uum and c ross flow , but no t hea t.

Therefore, you m ust sta rt the engine on a suitab le fuel suc h as gasoline until the eng ine

and rea c tion c ham be r rea c h normal op erating te mp eratures. This c an b e

ac c om plished by either putt ing suffic ient gasoline in the fuel you d esire to run, or using

a sep ara te ta nk for sta rt-up p urposes. A va lve c an be p lac ed in the fuel line to switc h

from the sta rt up tank to the one you w ill be running off c ont inuously. Our advice is to

keep it simple.

The rea c tion c ham ber and rod (p lac ed inside) need to b e tuned to the size of the

eng ine, the fuel be ing used , the RPM rang e o f intend ed use, and whethe r you a re using

a single or dua l rea c tor system .

Generally the exhaust p ipe w hich surround s the rea c tor chamb er (pipe ) should b e sized

la rge e noug h so a s not to restric t the flow of exhaust from the eng ine. The d iagram

illustrates the inner p ipe ente ring a nd exiting through e lbow s.

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Steel exhaust p ipe is rec om me nde d for the oute r pa rt of the reac tor and “ b lac k”

natural gas p ipe is rec om me nde d for use a s the inner pipe (rea c tion c ham ber) which

the fuel pa sses throug h. The rod is p lac ed in the inner pipe a lso. A m ea ns of p reve nting

the rod from striking the e nds of the rea c tion c ham be r on start up and shut dow n is

nec essary. We have found tha t sp rings tha t just fit inside the rea c tion c hamb er, w ill

c ushion the rod until the reac tions sta rt and the rod b ec om es na tura lly suspend ed by

air flow and “ electroma gne tic ” fields. In a pinch, a p iec e o f twisted ba iling w ire w ill

work also. Sta inless steel c an b e used in all pa rts of the rea c to r, but is on ly req uired if the

fuels being used a re a c idic in the ir natural sta te. As a ge neral rule the pa rts should only

be made o f ferrous me ta ls; or in othe r wo rds, should b e a ttrac ted to a ma gnet. This

me ans no c op per, b rass, or a luminum.

Low grad e steel do we l is wha t we use for the rod. The length a nd d iam eter of both

inner pipe and rea c tion rod will only be g iven over the pho ne o r the internet

(info@gee t.co m) for the app lic a tion you a re b uild ing. This is done for our p rote c tion.

Rem em ber that your exhaust gases will be exiting the eng ine a nd traveling in one

d irec tion, wh ile the fuel will be trave ling up the inner pipe in the opposite direc tion. Hot

flow ing south (do wn, in a vertic al rea c tor), and c old flow ing north (up, in a vertic al

reactor).

The G FP rea c tion c ham be r has be en show n to ge nera te its ow n elec trom agne tic field

(EMF). If ap p lying yo ur GFP to a ge nerato r, route the rea c tor aw ay from the g ene ra tor.

The EMF from the ge nerato r ma y interfere w ith the performa nc e o f your GFP

c om bination tha t works for you. You w ill have to expe riment o n your own to g et it just

right.

FUEL INJECTION

We have d eve lop ed a fue l va poriza tion unit tha t uses fuel injec tors to va porize the fue l

wh ich is then p ulled into the rea c tion c hamb er. We built our own fuel injec tor pulsing

elec tronics, and we re ab le to tie it into the throttle p ositioning sensor, and thus were

ab le to c ontrol the RPM o f the eng ine q uite e ffec tively. Call us for more informa tion,

and to p urc hase the elec tronics. If your vehic le alrea dy has fuel injec tion, it ma y be

po ssible to tap into the signa ls alrea dy be ing ge nerated by your ca rs c om pute r, and

fire o ff sep arate fuel injec to rs in the G FP.

PUTTING IT ALL TOGETHER 

On V-configurated eng ines you c an run either a single rea c tion c ham be r or a d ual. If

you have the room , the twin set up m ay be the p referred me thod . If you don’ t have the

roo m, you c an mount the rea c tion c ham be r either in one o f the lines or dow nstrea m o f

the “Y” p ipe .

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The rea c tion rod is shaped like a bullet. The end being hit by the va por strea m is bullet

shap ed , and the o ther end ha s a d imp le. This c rea tes “ bo w shoc k”, and “ stern shoc k”,

which w e have found c rea tes a m ore effic ient rea c tion. The round ed end should be

1/2” long and the length of the rod is me asured from the b ase o f the bulleted end .

AIR MANAGEMENT VALVE

Of a ll the a spec ts of build ing the GFP, the a ir ma nagem ent va lve (AMV) is the p a rt tha t

ma y g ive yo u the mo st troub le. The func tion of the AMV is two-fold; first to c ontrol the

am ount of a ir and fuel, and sec ondly to c ontrol the e ngine spe ed and po wer output.

For the a utomo tive o r stationa ry wa ter co oled eng ine, it is rec om mende d that you use

the mu lti-but te rfly va lve assem b ly shown in the d rawings. This was designed to

c oo rdinate a nd regulate c hang es in the flow of air and fuel to the b ubb ler (fuel

va poriza tion mo dule), rea c tion chamb er, and to the eng ine. It is nec essary for use

where the RPM o f the eng ine c onstantly c hanges (suc h as autom otive). The AMV

mo unts on the intake ma nifold o f the engine and the va lve levers a re c onnec ted to

ea c h othe r and then to the throttle linkage of your ap plic ation. The d iffic ulty c om es in

ad justing the p rop er movem ent of e ac h va lve tog ether.

Example: The A IR va lve needs to o pen w ide e noug h to a llow suffic ient air to the intake

ma nifold. The FUEL va lve from the rea c tion c hamb er should op en just enoug h to a llow

“ GEET Ga s” to be m ixed with tha t a ir. The BUBBLER va lve (Fue l Vap oriza tion Module,

FVM) must ONLY op en fa r eno ugh to a llow the ne c essa ry fuel vap or into the rea c tion

c hamb er, but rema in c losed enough to ma intain the need ed vac uum w ithin the

bub b ler (FVM). The d rawing shows levers with ho les d rilled and num bered . This c an he lp

you m ake sma ll ad justme nts a t a time until you g et the right

All of the ne c essary eleme nts must com e toge ther into a usab le p ac kag e. To review,

the re a re three sub -assem b lies:

1)The p hase c hange mec hanism, whic h is a b ubb ler, Mod ified c a rbureto r, fuel injec tors,

or other device .

2)The reac tion c hamb er, where the “ ma gic” hap pens.

3)The a ir-manage me nt va lve which c ontrols the Air/ Fuel ra tio and eng ine speed .

Ce rtain things c anno t b e rela ted on p ap er. You w ill lea rn more by running the e ngine

for the first time than c ould be ta ught on a hund red pa ge s of p rint.

SUMMARY

Believe it or no t, the basic GEET system isn’ t to o o ve rly c ritic a l of sizes and d ime nsions. It

is how eve r, extreme ly c ritic a l of vac uum lea ks. If things a ren’ t w orking we ll for you,

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A ne w Rod must b e initialized by running the rea c tor for 35 minutes when horizonta l, 17minutes if vertic a l. If horizonta l, the reac tor need s to b e p lac ed so tha t the vapor is

being pulled to the north d uring the initializa tion p roc ess. If the Rea c tor is vertic a l the

Rea c tor should b e set up so that the vapor is pulled upwards. In a horizontal rea c tor,

the long est reac tor rod you w ill eve r use is 12 inche s, in a vertic a l rea c tor it will be 6

inches. Insta ll the longest rod , and initialize. Then use a sma ll c om pass (where yo u c an

ge t w ithin 1/4” of the need le) a nd rea d the signa ture o n the rod , this is the length o f

Rod you ne ed for your fuel.

3.14 (Pi) Sp in over the leng th o f the Rea c tor Rod The speed of the p lasma doub les by

the time it has go ne ha lf the d istanc e o f the Rea c tor Rod , then d oub les ag a in in thenext 1/ 4, and in next 1/ 8 etc .

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1. Copper o r Sta inless Steel(s.s.) tub ing from bub b ler

2. Co pper or s.s. tubing to Air Ma nagem ent Va lve

3. Brass compression or flare fitting for tubing

4. Blac k pipe e lbow

5. Inner pipe of Rea c tion C ham be r

6. Rea c tion Rod

7. Flared end or flange to fit exha ust line

8. Flang e to fit manifold side of e xhaust line

9. Weld to sea l

10. Exhaust Pipe (1/ 2”-3/4” la rge r than inner rea c tion p ipe)

11. Twisted ba iling w ire o r sp ring to keep rod out of e lbow s

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Hilux GEET c onversion construc tion by the Vortex heat

Exc hanger group.

Hilux GEET c onversion c onstruc tion 

GEET Car by “ geetuser” from the Vortex hea t Exc hanger

group

It would b e b ette r for us to imp lem ent G EET on vehic les if we w ant to save on fue l and

minimize p ollution . Imp lementing G EET fully requires us to make tha t fue l mixing va lves

wh ich ma jority of us don't have the resources to d o it for now .

My p roposa l is to imp lement GEET as fuel sup p lement for the time b eing while w e still

don't ha ve tha t fuel mixing va lve a t ha nd . 40% savings on d iesel eng ines at City driving

is ve ry ea sy to a c hieve . 100% to 400% fue l effic ienc y on highway driving o n gasoline

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eng ines is very possible and ea sy to a c hieve. You c anno t find any ga dge t or fuel saving

devices on the ma rket tha t c an do the same savings as ge et. Construc tion is very

simp le, you c an even fo llow the free internet p lans for sma ll engines and imp lement it in

c a rs and you 'll still ge t g rea t results.

For those tha t d on't have time to d o e xpe rime ntation, bette r start cop ying the internetp lans, imp lem ent it o n your ca rs and don't w orry tha t it will not w ork for it w ill surely wo rk

when welde d c orrec tly with no lea ks. We've imp lemented it on seve ra l eng ines, same

12" steel pipe (304 sta inless steel for long er life, does no t rust) w ith 12" steel rod inside

held by sp rings for it no t to ra ttle o r ca use noise, a ll plac ed inside the exhaust p ipe. Ra in

wa ter is used in a b ubb ler of d ifferent c onta iners like 1 liter dextrose g lass bot tles, mason

 ja r, p lastic c onta iners and eve n a vo dka bott le. Wha t is imp ortant he re is you b ubb le

the a ir throug h the w a ter, let it pa ss through the reac tor and c onnec t it to the intake

ma nifold be low the throttle plate for greater vac uum d uring idle and c ruising a nd that's

it you have g eet he lping you save som e fuel and eng ine oil.

I sa id e ng ine o il since it will not get d irty e asily w hen using G EET, thus, extend your

eng ine oil life. With c lea ner oil, your engine w ill also b e c lea n which me ans you a lso

extend its life. Things tha t you should d o to make things work we ll:

Ga s we ld (not a rc we ld) the exhaust pipe joints and rea c tor joints. Onc e insta lled,

initialized the rea c tor by idling your eng ine for 20 to 30 minutes while exhaust d irec tion

around the reac tor is go ing south a nd wa ter vap or from the b ubb ler is go ing north

inside the reac tor. North here is same d irec tion where your com pass will point to. Onc e

initialized , you’re rea dy to go whe reve r direc tion you want.

Just fill your bub b ler with wa ter around 1/3 to 1/2 its tota l heigh t with enoug h roomabove for wa ter sp lashing. For sta tiona ry eng ines like g enera to rs reg a rd less of size, GEET

is very easy to imp lem ent. All you need a re b a ll va lves to c ontrol the a ir input to m ake it

wo rk. You'll be a ma zed w ith c oo l exhaust ga ses c om ing o ut of the exhaust p ipe while

no b ad sme ll emissions. I've d one it with a c a r eng ine configured as sta tionary eng ine,

it's easy and it works.

If you d on't ha ve time and spac e to p lant trees, GEET is your wa y of c leaning the p lanet

from a ir pollution . Let 's sta rt imp leme nting GEET a t home a nd with your friend s and sta rt

imp lem enting now , it w ill work and it w ill alwa ys wo rk so stop asking the wrong question

"doe s it wo rk?", instead sta rt asking yourself where to get those p ipes and GEET rod s tha tyou c an use to imp lement GEET. Find som eo ne w ho c an do w elding fo r you if you c an't

weld , sha re GEET with him a nd en joy fuel savings while saving your eng ine and the

p lanet . Don't forget t o d ona te som e o f your savings ($5, $10, or wha tever you c an) to

help Paul Pantone, he still have a lot to do for humanity.

It is only from wo rking tog ethe r tha t we c an save ourselves and our child ren's future,

let’ s sta rt do ing it no w. More GEET users for 2009 and beyond . :)- ge etuser -End

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3 Additiona l Ways to Get Grea ter Effic ienc y

The following is c ourtesy o f Na resh. If everything is built c orrec tly so your rea c to r is rea lly

c rac king the fue l and wa ter then the re a re still at least 3 ad d itiona l things I've see n to

increase overall efficienc y even further.

1)Put a suc tion p ump in line w ith the rea c tor outp ut to the eng ine intake ma nifold. Like

here:

It says Paul Pantone g ot an add itiona l 30% increa se in horse p ow er by using a suc tion

pump. I wa s initially thinking a smo g p ump 's p lastic va nes wo uld melt from the he a t but

mo re rec ently I'm starting to think that the a dd itiona l vac uum w ill make the fuel and

wa ter vap orize more and that m akes them g et a c older faster be fore g oing into the

rea c tor. So m ayb e eve n after heating up through the reformer, the c rac ked va po rs

might no t be hot e nough to me lt a smo g pump 's vanes so I'm g oing to try this.

2. Restrict the exhaust flow just in the a rea whe re the rod is, by using an a erodynamicta per to a sma ller size like is shown in the 3rd diag ram on sheet 5 of this

file:www.geetfriends.net/netdocs/geetro_rev.pdf.

Paul Pantone go t a n a dd itiona l 20-30% increase in horsep ow er from doing this.

3. Use m ultip le rea c to rs in pa rallel, or at least w ith the inner pipe p ortion in pa rallel. Jean

Chambrin's design is similar a reactor with multiple pipes in parallel and his patent says

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he g ot it to run on only wa ter even though he p referred to ha ve som e a lc ohol in with

the wate r. Simila rly, Bryishire a t youtub e.c om says he got his truck wo rking with 10% oil

and 90% wate r by using 2 rea c to rs with the e xhaust in series and the inner pipes in

parallel.

GEET Pantone group files courtesy o f OregonHerba l

Tornad o Bubble r

Rod Details

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Ga uss Field

23 Rea c tor Details

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11 Reverse Hemisphere Spins

19 More Horsepower

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GEET institute files- File-down load –c oming soon

Vortex Hea t Exc hanger Group Files

The following file is c ourtesy of the vortex hea t excha nge r group. Naresh ha s provided

the c om plete referenc e o f beginner instruc tions to resea rch m aterial and more. This is a

170mb file whic h has everything need to ge t started and to understand the c om plete

fuel refo rm ing process. PLEAE READ THROUGH THESE FILES BEFORE STARTING A GEET. Thefile is zipped and c ontains an off line viewer to view the files.

Vortex heat exchanger group ’s Messages down load 

GEET ignition boost system

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Panac ea ’ s GEET boo st ignition system for a 6.5HP ge nset

Pantone eng ine in "SYSTEM G"

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Please note –Panacea prefers to present only Paul Pantone's original designs. And not

c onfuse new c om ers with othe r designs tha t do no t nec essarily c rea te the same

elec trom agnetic pheno me na inside a s Paul's designs d id. If you p resent new c om ers

with a ll the othe r variations by othe r peo p le then if they d on't a c tually fuel reform then

peo p le think GEET does no t work whe n in fac t it is on ly everybod y else's va riations of

GEET tha t a re not a lwa ys working . The SPAD and G pantone system are no t intende d to

be a substitute for the GEET!.

It is our und ersta nd ing is tha t a n organiza tion c a lled the Assoc iation APTE has an

agreeme nt w ith Paul Pantone to use the tec hnolog y. The SPAD is a hybrid of the

Pantone te c hno log y and strictly spea king is mo re o f a b ubb ler than the origina l GEET

tec h. When Pana c ea talks with the SPAD c om pa ny, we d ea l with David Dieulle a nd

Christop he Tardy w ho a re e xec utives of the SPAD c om pany Hipno w and a re bo th

me mb ers of APTE an eng ineering g roup .

Retrokit

This SPAD is a c om pac t performa nc e op timizer and w orks with wa ter .For naturally

aspirated or turbo diesel engines – all horse powers. For use in Ag ricu lture, Industry,

Pub lic w orks, Marine (various), Irrigation, etc .

Performa nc e is said to b e a 10 to 50 % red uc tion in fuel co nsumption, dep end ing on

op erating c ond itions. This devic e reduc es pollution, Inc rea ses eng ine life a nd red uc es

no ise leve ls. NB : non for use with on-roa d vehic les.

How it wo rks-Amb ient a ir (1) is d rawn into the bubb ler a nd mixes with wa ter (2)

to make humid a ir (3). This aerosol is transforme d by the reac to r(s) (4) into a

synthetic gas (5) that mixes with air coming from the air filter (6) via the diffuser (7)

tow a rd the eng ine a ir intake (8) or turbo. Fuel c om bustion is imp rove d and fuel

c onsumption d rop s. Cleaner (less polluting) exhaust g as (9) p rovides the ene rgy

nec essary for the transforma tion tha t oc c urs in the rea c tor (4).

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Retrokit installation - English 

Nano Kit

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A c hea p nano size GEET Rea c tor could b e m ade from d rilling holes in the to p and

bottom of a horizonta l exhaust p ipe a nd insta lling ve rtica lly a 1/8 inch NPT p ipe

threa ded on the end s or ma ybe even threa de d the w hole leng th. Use 3/ 8 stainless

wa shers and 1/8NPT low p rofile nuts a t top and bottom to ho ld tight in the e xhaust p ipe

and then fittings go on top and bottom after the nuts.

Then insta ll a sta inless rod . A sta inless 1/8 pipe m ight be b est a lso ra the r than typ ica l 1/ 8

inc h NPT lam p p ipe . Then a fitting a t the b ottom that g oes to tub ing to a w ate r bub bler

with elec trolyte. Let a ir into the bubb ler throug h a sma ll va c uum va lve set to ge t som e

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vac uum ma intained a t the rea c tor pipe input. Then send the top of the rea c tor tube to

the intake m anifold vac uum.

Idea s how the the rod be plac ed inside the p ipe as it will it floa t/ sp in/rest.

This is d iffic ult a t a sma ll sc a le b ut the rea r stop should be rigid dea d c ente r with a p oint

for the rod rea r dimp le to pivot a nd sp in on. There need s to be something to hold the

rod highe r than w here the va pors c om e in at the bo ttom. The front stop need s to b e

c entered we ll enoug h that the rod doesn't fall to the side and jam to the side of the

fron t stop . Tha t is a p rob lem I have bee n ha ving w ith a sma ll GEET I've b ee n trying to

ge t working. I might try threa ding a hole through the e nd plugs and put rigid thread ed

rod with a jam nut to ho ld it tight. But ac c ording to Paul Panto ne the end stop s need to

be non-ma gnetic.

The front stop c an be b ig diam eter if it doesn’t go up pa st the side p ort where thevapors first enter. The ma in thing is the vapors nee d to hit the nose not the side of t he

rod as they c om e in to help g et the rod up floa ting in the w ind or spinning a ga inst the

rea r stop .

There is no sp inning rod inside the Hypnow kits . The rod might b e rig idly held w ith no

c hanc e to spin or move forwa rd or aft. If bo th the inner pipe and rod surfac e a re m irror

smo oth then ma ybe it can still wo rk almo st a s we ll even if it d oe sn't sp in. It is a ma tter of

how muc h d rag the re is on the vortexing va pors. A sp inning rod low ers the d rag o n the

va pors so they c an vo rtex faster.

S.P.A.D System

Gtone

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The p rinciple in a few wo rds: The mo st simp le and pop ula r version known today d iffers

from the Panton ’s assem bling; it was d isc ove red by a farmer. It is about

bo osting/ do p ing a dmission g as with ‘wa ter ga s’ p rod uc ed c ontinuously and without

any storag e so the re’ s noth ing to fea r from the engine.

In o rder to simp lify, we ta lk ab out ‘wa ter dop ing’ This version is ea sier bec ause it d oe s

not b ubb le fuel and w ater togethe r Only one rea c tor is ind ispensab le. The gasproduc ed - either by the one-wa y exhaust hea t (bub bling + rea c tion), or by the hea t

from the eng ine’ s c oo ling system (bub bler) - and the one produc ed by the exhaust

(rea c tor), is suc ked up to a plac e in the a dm ission c irc uit a s an air c om pleme nt.

What is the result? After a few minutes’ warm up to sta rt up the reac tor Gtone :

1-  c om bustion is far be tter

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2-  the e ngine is quieter

3-  The c onsump tion is red uc ed by 30% to 80% in most c ases and d ivided by two o rthree in the c ase of som e trac tors. To ge t a simila r powe r, one have to p ress less

on the a c c elerato r pe da l, and shift the gea r less

4-  Pollution is reduc ed in rem arkab le p rop ortions : 90%-95%, there is no dark smokema rk on the white tissue p lac ed at the end of the exhaust p ipe

5-  The eng ine lubric a tion oil stays c lea n longer

Co nta c t Christophe TARDY - Hea d of R&D

HYPNOW SARL - ww ww.hypnow.fr

Villa Mo rnaghia

Avenue Montfleuri

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F13090 Aix en Prove nc e

té l + 33 4 90 09 82 91

fax + 33 4 86 68 80 07

c hristop he.ta rdy@hypnow .fr skype : hypnow-ta rdy

SPAD how to PDF 

SPAD Promo video s

http://fr.youtube.com/hypnow 

More informa tion c an b e found a t http://www.hypnow.fr/  

The fo llow ing is a hom em ade Pantone system "G" in comb ination with c ha insaw

c arburetor to m aintain the vac uum in the intake m anifold on ford 2,0 i DOHC p etrol

engine.

System "G" on Petrol engine 

Ecopra Kit

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More informa tion c an b e found a t ECOPRA 

Ec op ra Videos 

Youtube c hanne l : http://www.youtube.com/user/davidbfilm 

Video has english subtitles : http:/ /www.youtube.com/wa tch?v=yBOVExJuC7w  

Easy insta lla tion :http:// ww w.youtube .c om / wa tc h?v=aZCm TPn4fpg &NR=1 

Related Patents and Information Patents

Orig ina l US Patent # 5,794,601 US Cl. 123/ 538 ~ Aug ust 18, 1998

Fuel Pre-trea ter Appa ra tus and Me thod -Paul Pantone

Abstrac t ~ A novel fuel pretrea ted app aratus and me thod for pre trea ting a n alternate

fuel to rend er it usab le a s the fuel source fo r fuel burning equipment suc h a s internal

c om bustion engines, furnac es, bo ilers, and turb ines, inc ludes a vo la tiliza tion c hamb er

into which the a lternate fuel is rec eived . An exhaust plenum ma y enc lose the

vola tilizat ion chamb er so tha t therma l ene rgy supp lied b y exhaust from the fue l burning

eq uipment c an be used to he lp volatilize the a lternate fuel. A bypass strea m o f exhaust

ma y be diverted through the a lternate fuel in the vo latilization c ham be r to he lp in

vola tilizing the a lternate fuel and help c a rry the volat ilized fuel throug h a he a ted

rea c tor prior to its being introd uc ed into the fuel burning e quipment. The reac tor is

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preferab ly interposed in the e xhaust c ond uit and is formed by a rea c tor tube ha ving a

rea c tor rod mo unted c oa xia lly therein in spac ed relationship. The exhaust p assing

through the e xhaust c ond uit p rovides therma l energy to the reac tor to p re treat the

alternate fuel.

Current U.S. Cla ss: 123/538; 123/ 557; 123/ 575Intern'l Class: F02M 031/18

Field o f Sea rch: 123/538,557,575,1 A,568

Referenc es Cited ~

U.S. Patent Doc uments  

4,267,976 ~ Ma y., 1981 ~ Cha tw in ~ 123/538.

4,418,653 ~ Dec ., 1983 ~ Yoon

4,524,746 ~ Jun., 1985 ~ Hansen ~ 123/ 538.

4,567,857 ~ Feb ., 1986 ~ Houseman, et a l.

4,735,186 ~ Ap r., 1988 ~ Pa rsons5,059,217 ~ Oc t., 1991 ~ Arroyo , et a l. ~ 123/ 538.

5,074,273 ~ Dec ., 1991 ~ Brow n ~ 123/ 538.

5,357,908 ~ Oc t., 1994 ~ Sung , et a l.

5,379,728 ~ Jan., 1995 ~ Co oke

5,408,973 ~ Ap r., 1995 ~ Spang jer ~ 123/ 538.

5,443,052 ~ Aug ., 1995 ~ Aslin ~ 123/ 575.

Other References ~

PCT Pub lic a tion No. WO 96/ 14501--Ma y 17, 1996.

Ma rin Inde pend ent Journal , Nov . 1992 "In quest of p erfec t eng ine".Exotic Research Report , vol. 1 # 2 Ap r.-Jun. 1996, pp . 23-26.

Description ~

BACKGROUND OF THE INVENTION

1.  Field - 

This invention relate s to fue l burning eq uipment and , more p articularly, to a novel fuel

p retrea ter ap pa ra tus and me thod fo r ma king it po ssible for suc h fuel burning

eq uipment to utilize a s a fuel a m ateria l not othe rwise c onsidered suitab le as a fuel forsuch equipment.

2. Sta te of the Art  

Mo st fuel burning eq uipme nt in use to day is designed to b urn a pa rticular fuel. For

exam ple, internal com bustion eng ines a re d esigned to b urn gasoline o r d iesel fuel,

furnac es and boilers to b urn na tura l gas, oil, or c oa l, and turbines to b urn kerosene or

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 jet fue l. Fuels or other ma terials other tha n the fuels for whic h the eq uipm ent is designe d

to b urn c anno t genera lly be used in suc h eq uipm ent.

For exam ple, in internal com bustion engines, pa rticularly in light o f the extrem e

sop histica tion o f ma ny current eng ines, not only for fuel ec ono my b ut a lso for red uc tion

in the emitted pollutants, grea t c a re is taken in the selec tion of the fuel grad epa rticularly a s to its qua lity p rior to its introduc tion into the internal c om bustion eng ine.

One does not c onsider c rude o il or rec yc led ma teria ls suc h as used mo tor oil, c lea ning

solvents, pa int thinner, alco hol, and the like, a s a suitab le fuel source for an internal

c om bustion engine. Further suc h m ateria ls wo uld no t b e c onsidered suitab le fuels for

furnac es, bo ilers, turb ines, or most o ther fuel burning eq uipment. In a dd ition, one wo uld

not c onsider using suc h fuels if c ontamina ted by wa ter, nor would one c onsider using

non fuels suc h a s used ba ttery ac id or othe r waste p rod uc ts as fuels for fuel burning

equipment.

SUMMARY OF THE INVENTION

The p resent invention is a novel fuel p retrea ter ap para tus and me thod for fuel burning

eq uipment. This novel fuel pretrea ter ena b les the fue l burning eq uipment to utilize a s

fuels c om bustible prod uc ts selec ted from ma teria l suc h as c rude o il or rec yc led

materials suc h a s motor oils, pa int thinners, solvents, alcohols, and the like a nd

nonc om bustible produc ts suc h as ba ttery ac id. Any substanc e that c an b e p rehea ted

and then b urned in the fuel burning e quipment w ill be referred to a s a lterna te fue l. This

a lterna te fuel is introd uc ed as a liquid into a vola tilizat ion c hamb er. The vo la tiliza tion

c ham be r ma y be he ate d to aid in volatilization and in most c ases ma y be

ad vantag eously hea ted by therma l energy from the exhaust in the exhaust c ond uit of

the fuel burning equipm ent. A portion o f the exhaust ma y even b e b ubb led throug h

the a lternate fuel to assist in the volat iliza tion o f the a lternate fuel. The fuel vapor

produc ed in the volatiliza tion c ham be r is d raw n throug h a hea ted therma l pretrea ter.

The the rma l p retrea ter may be m ounte d , p refe rab ly c onc entric a lly, inside the e xhaust

c ond uit to b e hea ted by the exhaust ga ses. The the rma l p retrea ter serves as a rea c tor

and is c onfigured a s a reac tor tube having a reac tor rod mo unted , preferab ly

c onc entric a lly, therein with a red uc ed annular spac e surround ing the rod . The

vola tilized a lternate fuel passes throug h this annular spac e where it is sub jec ted to

therma l pretreatm ent p rior to b eing introd uced into the intake system of the fuel

burning equipment.

THE DRAWINGS

The b est mod e p resently conte mp la ted for ca rrying out the invention is illustra ted in the

ac c omp anying drawings, in w hic h:

FIG. 1 is a b loc k diag ram of a basic fue l p retrea ting a ppara tus of this invention;

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FIG. 2, a sc hem atic flow d iag ram o f the novel fuel p retrea ter ap para tus of this inven tion

shown in the e nvironment o f a n internal co mb ustion eng ine; and

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FIG. 3, an enlarge d c ross-sec tiona l view o f a sc hem atic o f the reac tor po rtion of the

fuel p ret rea ter of FIG. 2.

DETAILED DESCRIPTION OF THE ILLUSTRATED EMBODIMENT

The invention is best unde rstoo d from the fo llow ing d esc ription and the a ppend ed

c laims taken in c onjunction with the a c c om pa nying d raw ings whe rein like parts are

designa ted by like numerals througho ut.

The p resent invention is a un ique a ppa ra tus and me thod fo r p retrea ting ma teria ls to b e

used as fuel for fuel burning eq uipment suc h as interna l co mb ustion eng ines, furnac es,

boilers, turb ines, etc . The p retrea tment ma kes it po ssible for the fuel burning e quipment

to utilize a s its fuel source fuels or other materials tha t a re g enera lly c onside red as no t

being suitab le fuels for suc h fuel burning equipm ent. These a lternate fue ls inc lude

a lmost any liquid hydroc arbon suc h as c rude o il or rec yc led m a teria l suc h as mo tor oil,solvents, pa int thinners, and va rious a lco hols, to na me severa l. These a lternate fue ls

ma y even b e c ontam inated with wa ter or may b e m aterial such as used ba ttery ac id

which is not c onside red c ombustible o r a fuel. Importantly, as shown in FIG. 1, the

a lterna te fue l is vola tilized in a volat iliza tion c hamb er and is then sub jec ted to a high

temperature environment in a heate d reac tion c ham be r prior to its being introd uced

into the intake system of the fue l burning eq uipment. The reac tion chamb er provides a

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hea ted rea c tion zone with a reac tion rod therein ab out w hich the fue l flow s. It is this

flow throug h the heate d reac tion zone a bo ut the rea c tion rod which makes the fuel

suitab le for burning in the fue l burning eq uipment. In m ost c ases, sinc e the fuel bu rning

eq uipment involved w ill p rod uc e high tem perature exhaust ga ses, in orde r to save

energy, the hea ting for the rea c tion c ham be r will be p rovided by the exhaust ga ses

from the fue l burning eq uipment. The rea c tion c hamb er will thus usua lly be p ositioned

in the exhaust cond uit, whethe r an exhaust pipe, flue, chimney, etc ., lea d ing from the

fuel burning eq uipment. It is be lieved imp ortant that the fuel flow through the rea c tion

c ham ber be op posite the flow of exhaust gas in the e xhaust c ond uit so tha t the m ost

intense he ating o f the reac tion c ham ber is a t the end thereo f whe re the fuel exits the

rea c tion chamb er. Currently, it is not known p rec isely wha t happens to the volat ilized

a lterna te fue l in this high tem perature environm ent a lthough o ne spec ula tion is tha t the

la rge r mo lec ules a re b roken d ow n into sma ller mo lec ular subunits of the hea vy

molecules.

In a ny event, I have found, for exam ple, that I am able to satisfac torily op erate aninterna l c om bustion eng ine using as my fue l source m ateria ls gene ra lly c onsidered to

be tota lly unsuitab le as fuels for an internal c om bustion engine. For exam p le, in one

expe rimenta l run I was ab le to suc c essfully op erate an internal com bustion eng ine

using rec yc led m oto r oil. In anothe r expe rimenta l run I wa s ab le to op erate the internal

c om bustion engine using c rude o il as my sole fue l source. In yet another run I was ab le

to use w aste b a ttery ac id as my sole fuel source.

How ever, I should state at this point that w hen the rea c tion c ham be r is hea ted by

exhaust gases from the e ng ine, in orde r to g ene ra te suffic ient therma l ene rgy

nec essary to volat ilize the a lternate fuel in the vo la tiliza tion c hamb er, it is nec essa ry toop era te the inte rnal com bustion eng ine initially using o rd inary ga soline. This step is

nec essary sinc e, absent my un ique p retrea tme nt p roc ess, it is imp ossib le to op erate an

interna l c om bustion eng ine with the a lternate fuels tha t I am using. Acc ordingly, the

interna l comb ustion eng ine is sta rted and op erated for an initial pe riod until suffic ient

therma l energy ha s been ge nerated in order to initiate the vo latilization a nd the

pretrea tment p roc esses. Onc e these p roc esses a re self susta ining , the fue l system is

switc hed over from the gasoline system to the a lterna te fuel system . The internal

c om bustion eng ine continues to operate for as long as the a lterna te fuel is supp lied or

until the interna l co mb ustion eng ine is sw itc hed off.

Similarly, with other fuel burning eq uipment, when the rea c tion c hamb er is positione d in

the e xhaust c ond uit, conventional fuels are supp lied to the eq uipm ent up on start up

and until suffic ient therma l energy is supp lied to the rea c tion c ham be r to produce fuel

usab le in the eq uipm ent from the a lternate fuel.

The invention w ill be illustra ted and d esc ribed in deta il w ith respec t to a n embod iment

thereo f for use w ith an internal c om bustion eng ine. Refe rring now to FIG. 2, the novel

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fuel pretreater ap para tus of this invention is show n gene ra lly a t 10 and include s a

vola tilizat ion cha mb er 12 and a fuel p retrea ter sec tion 14 inco rporate d into an exhaust

c ond uit 16. Volatiliza tion c hamb er 12 is enc losed in a n exhaust p lenum 17 throug h

wh ic h a strea m of e xhaust 18 pa sses. Exhaust 18 is p rod uc ed by a n internal com bustion

eng ine 20 which c an be any suitab le internal com bustion eng ine rang ing in size from a

sma ll, one -cylinder internal c om bustion eng ine to a la rge, multi cylinder internal

c om bustion eng ine. Internal c om bustion eng ine 20 is show n herein sc hem atica lly

pa rticularly since no c la im is ma de to an internal com bustion eng ine, pe r se, only to the

nove l fuel pretrea ter ap pa ratus 10 show n a nd c laimed herein.

Internal c om bustion engine 20 include s a fuel tank 22 wh ic h supp lies a sta rting fue l 24

and has a va lve 26 for c ontrolling the flow of fue l 24 throug h a fuel line 28 into a n intake

ma nifold 29. Fuel 24 enters interna l co mb ustion engine 20 throug h a n intake m anifold 29

either throug h c arburetion o r fuel injec tion (not show n), both o f which are c onventiona l

system s for introd uc ing fuel 24 into interna l co mb ustion eng ine 20 and a re, the refo re,

not show n herein but only indica ted sc hematica lly through the d ep ic tion o f intakemanifold 29. Fuel 24 is ord inary ga soline a nd p rov ides the nec essa ry sta rting fuel for

interna l c om bustion eng ine 20 until suffic ient the rma l ene rgy ha s been prod uc ed in

orde r to susta in the o peration o f volatiliza tion chamb er 12 and p retrea ter sec tion 14.

Therea fter, va lve 26 is c losed and interna l co mb ustion eng ine 20 is op erate d as will be

d isc ussed mo re fully hereina fter. Internal c om bustion eng ine 20 produc es exhaust 18

wh ic h is c ollec ted from interna l c om bustion eng ine 20 by an exhaust ma nifold 30.

Exhaust 18 is then d irec ted throug h exhaust c ond uit 16 into fuel pretrea ter 10 where it

p rovides the ne c essa ry therma l ene rgy for the o peration o f fuel pretrea ter 10.

Exhaust 18b rep resents a p ortion of e xhaust 18 and passes throug h p lenum c hamb er 17surround ing vo latiliza tion c ha mber 12 p rior to exiting e xhaust c onduit 16. Exhaust 18b

rep resents the residua l portion o f exhaust 18 since a bypass 40 d iverts a portion o f

exhaust 18 (show n a s exhaust 18a) into vo la tiliza tion c hamb er 12. Plenum c ha mb er 17

ac ts as a hea t exchanger for transferring therma l ene rgy from exhaust 18b to

vola tiliza tion chamb er 12. A va lve 42 co ntrols the a mo unt of exhaust 18a d iverted into

vola tilizat ion c hamb er 12.

Volatiliza tion c hamb er 12 rec eives a quantity of alternate fuel 60 throug h a fuel line 62

from an a lternate fuel sourc e 63 with the flow thereof b eing c ontrolled by a va lve 64.

Alternate fuel 60 ac c umulates as a poo l of alternate fuel 60 in the b ottom o fvola tiliza tion c hamb er 12. Bypa ss 40 d irec ts exhaust 18a into the botto m of the poo l of

a lterna te fue l 60 whe re a bubb le plate 44 d isperses exhaust 18a up ward ly into the p oo l

of a lternate fue l 60 in order to a ssist in the vo latiliza tion o f alte rna te fue l 60. How ever,

the p rimary source of t herma l energy fo r the vo la tiliza tion o f a lternate fuel 60 is supp lied

by exhaust 18b a s it pa sses through p lenum c hamb er 17. The vola tilized a lternate fuel

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60 is shown as vo latilized fuel 66 which passes into a n inlet 51 which is the end of rea c to r

tube 52 extend ing upw ard ly into volatiliza tion c hamber 12.

Refe rring a lso to FIG. 3, an en larged seg ment o f pret rea ter sec tion 14 is shown genera lly

as a rea c tor 50 whic h includes a rea c tor tube 52 loc a ted c onc entric a lly inside exhaust

c ond uit 16. A rea c tor rod 54 is mo unted c onc entric a lly in spac ed relationship insiderea c tor tube 52 to p rovide an annular spa c e o r rea c tion c ham be r 56. As show n,

exhaust 18 pa sses through an a nnular spac e 51 surround ing reac tor tube 52 where it

transfers a p ortion o f its the rma l energy to rea c to r tub e 52. Vola tilized fuel 66 passes

c ounter c urrently throug h the annular spa c e of reac tion c ham be r 56. The turbulent

mixing of volatilized fuel 66 as it pa sses through rea c tor 50 in c om b ination w ith the

therma l energy imp a rted to it from exhaust 18 along with wha t is be lieved to b e a

c ata lytic rea c tion the rein initiate d by reac tor rod 54 p rod uc es a p retreated fuel 68.

Pretrea ted fuel 68 is then d irec ted throug h a n intake line 53 (which is an extension of

rea c tor tube 52) into intake manifold 29. A va lve 57 in intake line 53 co ntrols the flow of

p retrea ted fuel 68 into intake manifold 29. Supp lem enta l air 80 is introd uc ed intopretrea ted fuel 68 throug h an a ir intake 82 with the flow o f supp lem enta l air 80 being

c ontrolled by a valve 84.

The p resenc e o f the rea c tor rod has been found imp ortant to ope ration of the

invention. The make up o f the rea c tor rod does not a pp ea r to b e important. A steel

rea c to r rod ha s bee n found sa tisfac to ry as ha ve sta inless steel, a luminum, b rass, and

c eramic reac tor rod s.

Stea dy sta te op eration o f interna l co mb ustion eng ine 20 involves exhaust 18

c ontributing the rma l energy to rea c tor 50. A portion of exhaust 18 is d iverted as exhaust

18a and bubb led through the p oo l of alternate fuel 60 in the b ottom of vo latilization

c hamb er 12. Exhaust 18a c om bines with the volat ilized fuel from a lternate fuel 60 to

provide vo latilized fuel 66. Volatilized fuel 66 is d rawn into inlet 51 thenc e through

rea c tion chamb er 56 of rea c tor tube 52. The b a lanc e o f exhaust 18b p asses throug h

plenum c ham be r 17 whe re a substantial portion of the b alanc e of the therma l energy

in exhaust 18b is transferred into a lternate fuel 60 to a ssist in the vo latiliza tion o f the

same.

The m etho d of this invention is p rac tice d by sta rting interna l c om bustion eng ine 20

using sta rting fuel 24 ob ta ined from sta rting fue l tank 22. The flow of sta rting fuel 24

throug h fue l inlet line 28 is c ontrolled by va lve 26. Va lve 84 is op ened initially to a llow

the free flow o f air 80 throug h a ir intake 82 during this sta rting p ha se o f inte rna l

c om bustion eng ine 20. Internal c om bustion eng ine 20 generate s exhaust 18 whic h is

c ollec ted in exhaust ma nifold 30 where it is then d irec ted into e xhaust c ond uit 16.

Exhaust 18 conta ins a signific ant a mo unt o f the rma l energy resulting from the

c om bustion of sta rting fuel 24 in interna l comb ustion eng ine 20. A po rtion of the therma l

ene rgy in exhaust 18 is used to hea t reac tor 50 and then to volat ilize a lterna te fuel 60.

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Spec ific a lly, exhaust 18a is d iverted throug h exhaust bypass line 40 into vo latiliza tion

c hamb er 12 where exhaust 18a is d ispersed by bub b le plate 44 into a lternate fuel 60.

Exhaust 18a transfers its the rma l energy to a lternate fue l 60 and a lso p rovide s a c a rrier

stream for the vo lat ilized p rod uc ts of a lternate fuel 60 so tha t this c om b ination bec om es

vola tilized a lterna te fuel 66 wh ic h is then d rawn into intake 51. At this point it should be

noted a lso tha t va lve 84 is partially c losed in orde r to c rea te a partial va c uum in

pretrea ted fuel line 53, whic h me ans that a pa rtial vac uum w ill also b e c rea ted in

intake 51. Simultaneously, va lves 42 and 57 a re selec tively con trolled in orde r to suitab ly

rec irc ulate the flow of e xhaust 18a and vo la tilized a lterna te fuel 66, respec tively. In the

me antime, the ba lanc e of e xhaust 18 bec om es exhaust 18b which pa sses throug h

p lenum c hamb er 17 whe re it transfers its therma l energy into vo la tiliza tion c hamb er 12

and alternate fuel 60 therein. Ac c ordingly, a ma jor portion o f the ba lanc e o f therma l

energy in exhaust 18 afte r exha ust 18 has passed throug h reac to r 50 is transferred into

a lterna te fuel 60 for the vo la tiliza tion of the same .

Volatilized a lternate fuel 66 is d irec ted into rea c tion c hamb er 56 where it is sub jec ted tothe p retrea tment p roc ess of this invention b y be c om ing rea c tion fuel 67 and then

pretrea ted fuel 68. At the p resent time I am unab le to state with any d eg ree of

c ertainty prec isely what hap pe ns to reac tion fuel 67 in rea c tion c ham be r 56. How eve r, I

have found that the larger molec ules in volatilized fuel 66 ap pe ar to b e b roken into

frag ments with som e typ e o f rea c tion ta king plac e. Spe c ific a lly, I have found that a

portion o f the leng th of rea c tor 50 bec om es quite ho t, substantially hotte r than could

otherwise b e ac c ounted for from the therma l energy from exhaust 18 alone. This surp lus

therma l energy imp lies tha t som e fo rm of reac tion is oc c urring in rea c tion fuel 67 as it is

transformed into pretreated fuel 68. For example, in one p roto type o f the invention, the

end of the e xhaust c ond uit 16 positioned ad jac ent the end of reac tor 50 closest the

exhaust ma nifold 30 ma intained a tem pe rature of be tween a bout 500.deg ree .-

700.deg ree . F. The p ortion o f exhaust c ond uit 16 positione d a long the c entral po rtion of

the reac tor 50 had a tempe ra ture be tween abo ut 600.deg ree .-900.deg ree. F., while

the p osition o f the exhaust c ond uit 16 positioned ad jac ent the end of the reac tion

c ham be r whe re the volatilized alternate fuel entered wa s at a temperature b etween

about 200.deg ree .-300.deg ree . F. Thus, the p osition of the exhaust c ond uit a long the

c entral po rtion of the reac tor 50 rea c hed tem pe ratures highe r than w ould be

expec ted from the temp erature o f the o ther position o f the p ipe . Pretrea ted fuel 68 is

d irec ted into intake m anifold 29 whe re it b ec om es the fuel source for internal

c om bustion eng ine 20.

The c hange o ver from sta rting fuel 24 to pretrea ted fuel 68 is ac c om plished by the

c a reful ad justment of va lves 26, 84, 57, and 42. In this ma nner, the operation of internal

c om bustion eng ine 20 is smoo thly transferred from sole relianc e on sta rting fue l 24 to

relianc e entirely on p retrea ted fuel 68. Using the nove l teac hings of this invent ion, I have

run interna l c om bustion eng ine 20 on alternate fuel 60 selec ted from ma teria ls

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gene ra lly c onsidered to b e to ta lly unsuitab le as a fue l for internal com bustion eng ine

20. These a lterna te fue ls have inc luded c rud e o il and rec yc led ma teria ls suc h as mo tor

oil, pa int thinners, alcoho ls, and the like. Also, suc h fuels having som e wa ter c onte nt

have a lso b een used . Ma ny of these a lternate fuels a re waste p rod uc ts for which

d isposa l is a significa nt p rob lem . By b eing ab le to use suc h w aste p rod uc ts as fuel, a

ma jor source o f pollution is elimina ted . Tests on the exhaust gene ra ted by the eng ine 20

burning the a lternate fuels have indica ted that such exhaust is muc h c lea ner than

exhaust norma lly generate d b y suc h eng ines when b urning ga soline in norma l ma nner

(ga soline c an be used in the system as the a lternate fuel of the inven tion to op erate

the e ngine m ore efficiently and without significa nt pollutants in the e xhaust).

The d ime nsions of the rea c tion c ham be r and the reac tion rod are suc h tha t the rod

force s the vo la tilized fuel to flow substantially along the w a ll of the reac tion chamb er.

For a 350 cub ic inc h V-8 Chevrolet eng ine, a reac tion tub e o f ab out one-half inch

inside d iamete r is p lac ed substantially conc entric a lly in an exhaust p ipe from the

eng ine. The rea c tion rod has a d iam eter to lea ve a c onc entric spac e between therea c tion rod and inside w a ll of the rea c tion tube of about 0.035-0.04 inc hes and the

rea c tion rod is betw een about te n inche s and twelve inche s in leng th. Lighter fuels,

such as ga soline, work with the large r spa c ing b etw een the reac tion rod and rea c tion

tube wa ll and the shorter rod while the sma ller spa c ing a nd long er leng th ma y be

req uired for hea vier fue ls suc h as c rud e o il since the he avier fue ls genera lly req uire

mo re hea ting and ve loc ity throug h the rea c tion zone . Simila r d imensions have b een

found sa tisfac tory for use w ith single c ylinder eng ines suc h a s those ha ving up to about

fifteen horsep ow er. The sma ller eng ines seldo m req uire a rea c tion rod grea ter in leng th

than a bout four inche s. Similar dimensions will be used with o ther interna l com bustion

engines.

The va rious d imensions ind ica ted a re examples only and c an va ry, usua lly dep end ing

upo n the type a nd size o f eng ine, lfuel volume required , and the type of a lterna te fuels

to be used . The imp ortant t hing is tha t the passage for the vo la tilized a lternate fue l

through the reac tion c ham be r be such a s to c ause the rea c tion to ta ke plac e to

c onvert the vo la tilized a lternate fuel to the rea c tion fuel which is sa tisfac tory for

op erating the eng ine.

While the invention ha s be en d esc ribe d in d eta il in c onnec tion w ith a n internal

c om bustion e ngine, the invention c an b e used eq ually as we ll and in similar ma nnerwith any fuel burning eq uipment. Thus, it c an be used to trea t ma teria l so it can be used

in fuel for furnac es and boilers in p lac e o f the no rma l natural ga s, fuel oil, or c oa l, or to

po we r turb ines in p lac e o f the no rma l kerosene or jet fuel. The reac tion c ham be r ca n

be positione d in the e xhaust c ond uit, suc h a s a flue or c himney, simila rly a s it is p lac ed

in the exhaust cond uit from the internal c om bustion eng ine show n.

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Rather than hea ting the rea c tion chamb er with exhaust ga ses from the fuel burning

eq uipm ent b eing pow ered, and such hea ting is presently preferred be c ause such

hea ting is integ rally a p a rt of the eq uipm ent used which a pp ea rs to p rovide o ptimum

results, the reac tion c ham be r c ould b e he ate d by o ther mea ns. Suc h othe r means,

how eve r, should b e a rrang ed to p rovide similar hea ting and hea t g rad ients as are

provided by the exhaust gas.

Whereas the volatilizat ion c hamb er is show n as hea ted by the e xhaust gas, the

volatilization cha mb er could b e he ated by o ther mea ns or, dep ending upo n the

ma teria l used as fuel, the vo latiliza tion chamb er might not b e hea ted a t a ll. The

important thing is tha t the ma teria l to b e used as fuel is volatilized in the volat iliza tion

c hamb er so the volatilized ma teria l is d rawn into the rea c tion chamb er. As used herein,

the volatilization cha mb er does not have to b e a c hamb er as such, but ma y be any

me ans wh ic h vo la tilizes the a lternate fuel. It c ould b e a c a rbureto r or an injec tion nozzle

or o the r volat ilizing o r sp ray mea ns. Further, it is not ne c essary tha t exhaust g as be

c om b ined with the vo la tilized fuel as it is in the emb od iment d esc ribed . It has beenfound 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

rea c tion c ham be r by a low p ressure o r a pump a t the fuel inlet o f the fuel burning

equipment.

The fuel pretreater of the invention is a nove l disc ove ry in that it a llow s me to

suc c essfully operate fuel burning equipment using a lternate fuels. As suc h, I am ab le to

ac hieve seve ra l highly desirab le goa ls, namely, the extrac tion of va luab le energy from

a lterna te fue l while at the same time remo ving a lternate fuel from the w aste strea m; or,

in the c ase o f c rude o il, using this ma teria l d irec tly thereb y elimina ting the ne ed tosub jec t the same to the expe nsive a nd c ap ita l intensive refining p roc esses.

The present invention m ay be em bo d ied in o ther spec ific forms without d ep arting from

its sp irit or essential cha rac teristics. The d esc ribed e mbod iments a re to be c onside red in

a ll respec ts on ly as illustrative and not restric tive. The sc ope o f the invent ion is, therefore,

indica ted by the a pp end ed c la ims ra ther than b y the forego ing d esc ription. All

c hange s whic h c ome within the me aning and rang e o f equivalenc y of the c laims are

to b e em brac ed within their sc op e.

The above information is c ourtesy of REX research. Please consider helping them stay

alive a nd supp orting them, they rely on the p urchasing o f their CD’s to live.

Related pa tents and informa tion

Korean GEETs:

http://v3.espacenet.com/textdoc?DB=EPODOC&IDX=WO02053901 

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http://v3.espacenet.com/textdoc?DB=EPODOC&IDX=WO02053902 

http :// v3.espac enet .com / textdo c ?DB=EPODO C& IDX=KR20010078436&F=0 

http://v3.espacenet.com/textdoc?DB=EPODOC&IDX=WO02055867 

PICC GEET:

http :// v3.espac ene t.co m/ pub lica tionDeta ils/ mo sa ics?CC=US&NR=2009038591A1&KC=

A1&F\ T=D&d ate=20090212&DB=&loc a le=

1974, Jean CHAMBRIN & Jac k JOJON, Franc e, ca r running w ith 60% of WATER. Pa tents :

WO8203249A1: "A reac tor for transforming w ater and c arburant for use a s a fuel

mixture", and WO8204096A1: "A rea c tor to transmute the ma tter wh ich using a ny fuel in

its solid , liqu id o r ga seo us sta te ".

And Frenc h pa tent 2,302,420 :

WO8204096, A REACTOR FOR TRANSFORMING AND CARBURANTS FOR USE AS A FUEL

MIXTURE, from http://v3.espacenet.com , Data supp lied from the e sp@c enet data ba se.

Pub lica tio n d a te : 1982-11-25, Inve ntor: CHAMBRIN JEAN PIERRE MARIE (BR), -

inte rna tiona l: F02B43/ 04; F02B43/00; (IPC1-7): F02B43/08, Also pub lished as: EP0078799

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(A1), FI821543 (A), EP0078799 (A0), BE893151 (A), PT74890 (B).

Desc ription: An appara tus tha t ena b les the running o f any e ngine, turbine, boiler,

hea ter, etc ., regardless of the fuel used , due to its c ap ac ity of transmuting such

carburant, onc e they c onta in dihydrog en oxide o r are assoc ia ted to it, into a new fuel.

To start the transmutation p roc ess it is only nec essary to reac h the ad equate

temperature for the p roc ess, irrespec tive o f the fue l used - ga soline, am monia,

kerosene, ethylic o r methylic a lco hol, or any c arburant ava ilable (e ither in solid, liquid

or gassy state) - c omb ined w ith a hydric elem ent Contrary to wha t one c an imag ine,

this temp erature doe s not rea c h extraordinary levels since, in this case, it is only one of

the nec essary elements to the a c c om plishment of the phenom enon.

The assem b ly of the REACTOR itself is the ma in cond ition to its func tioning .

Onc e we ha d the nec essary cond itions to set in the proc ess, the REACTOR c an even b e

fed only with dihydrogen oxide (H2O=WATER). Althoug h the pheno me non p roved

sa tisfac tory, also, in this c ase, the use of o ther c a rburant, ma inly the a lc oho ls, even

though in minima l propo rtions (5 to 95% of dihyd rogen o xide ), is a lso imp ortant. It w as

verified tha t the c arburant w hich a re firstly used to set in the p roc ess c an a lso stab ilize

the transmuta tion, as the p rop ortion o f dihydrog en inc rea ses, kee ping it within the limits

of the nec essary safety.

A fo rma l explana tion to the sa id p roc ess, conside ring the use o f the REACTOR TO

TRANSMUTE THE MATTER, may be g ive n by its c ap ac ity of producing hydrogen at

relatively low temp eratures with the supp ort of the exha ust ga ses of the eng ine to whic h

it is a ttac hed , and the hydrogen transmutation into other ga ses, with oc c asiona l and

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c onsec utive c hang es of the e lem ents, ca using an elec troma gnetic reac tion of the

physica l field , by a n elastic c ompression o f these ga ses. Since a sta rting mec hanism of

the p roc ess is dete rmined , the c a lories wasted to set the e ng ine into m otion, which c an

be either conventional, gasoline or diesel consuming, or boilers, turbines, etc., are also

used to produc e a fuel which will be re-used .

Henc e, one c an say the REACTOR TO TRANSMUTE THE MATTER is an a pp aratus to

produce ca lories. For examp le, if 2,000 Kc a l (two thousand kilo/ c a lories) is introduc ed in

the REAC TOR it w ill be possible to m ultiply these calo ries by 100 (a hundred) , 1,000 (a

thousand ) and even 100,000 (a hundred thousand ) ac c ording to wha t it is c hosen to b e

used . The only c ond ition to have a progressive multiplica tion of the c alories without

problems is to provide a c ooling ap pa ratus like the o ne used in c om bustion eng ines

during o pe ration.

Ano ther imp ortant aspec t o f the p roc ess ac c om p lished with the REACTOR TO

TRANSMUTE THE MATTER is the ne c essary ob te nt ion of the molec ules strike, a s intensive

as possible . The b igg er in intensity and molec ules the strike is, more ca lories will be

produced and c onseq uently more po tentiality it will have.

The REACTOR TO TRANSMUTE THE MATTER (Fig. 1-2), w hic h is insta lled , in c ase of eng ine s,

be tween the c arbureto r (Fig. 1-1), a lrea dy m od ified , and the engine b loc k, processes

the fuels, or the hydrogen oxide , be fore their admission in the engine (Fig. 1-3).

The oute r side of t he REACTOR must b e c onc eived to receive the ga ses inlet to the

engine (Fig. 1-3), the exhaust gases outlet of the e ngine (Fig . l-5), which has a b all to

decompress the gases (Fig. 1-5), and the feed bac k pipe (Fig . 1-6).

After innumerab le experime nts and c onsidering the veloc ity o f the molec ules, the

REACTOR TO TRANSMUTE THE MATTER ha s a cy lindric al shape (Fig. 1-2 and Fig 2 -

long itudina l sec tion) w ith two o r more tubes inside (Fig. 2-7) ac c ord ing to its use. These

tube s are plac ed leaving 5 to 10 mm between eac h other, dep end ing suc h va riation

on the d ime nsions of the eng ine or appara tus to whic h the REACTOR is a tta c hed . The

width o f the REACTOR will also b e d etermined ac c ording to the type of engine or

ap pa ratus emp loyed .

The build er of the REACTOR TO TRANSMUTE THE MATTER must c onside r in his c a lcula tio ns

ma inly the produc tion of hydrogen and of the several other ga ses that feed the engine,

turb ine, bo iler, etc .

The invent ion o f the REACTOR TO TRANSMUTE THE MATTER ha s a c ylind rica l sha pe

bec ause it helps to spee d up the velocity of the mo lecules. A shoc k ba rrier is p lac ed

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Longitudina lly (Fig. 3 - cross sec tion - 9 and 10) to m ultip ly the frac tioning of m olec ules,

intensifying, there fo re, the c a lories p roduc ing p roc ess. On the other ha nd , it is a lso

nec essary a constant pressure of the exhaust gases next to the REAC TOR (Fig.1-6) sinc e

in c ase o f red uc ing the g ases flux a t the outlet the eng ine w ill bec om e less pow erful.

So, it is inte resting to invo lve the REACTOR with an obc onica l covering (Fig 2-8) which

ma intains the g ases ba lanc e a nd to insert a c om pressor ba ll of the g ases a t the outlet

of the exhaust p ipe of the original eng ine (Fig. 1-4 and 2-4). With this system it is possible

to o b ta in a c onstant p ressure o f the gases w ithout braking the eng ine.

The REACTOR TO TRANSMUTE THE MATTER must b e end owed with a thick metallic

c overing, c onsidering the high internal temp eratures reg istered , ma de of a ma terial

with high therma l co nduc tivity. Also the ma nifolds tha t g o ac ross this c ove ring (Fig . 2-7)

must be ma de of a m ate ria l with a go od therma l c ond uc tivity. Although various types

of metals present such required qualities, the different types of co pp er, in som e c ases

even an a lloy of b ronze a nd brass, proved to better mee t the de ma nds of the REACTOR 

and to b e m ore ec onom ic for c onstruction.

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The results ac hieve d with the REACTOR TO TRANSMUTE THE MATTER are of g reat

importance . Using a mixture of dihydrogen oxide a nd ethylic alc ohol, equa lly

p rop ortione d in we ight, as fuel to feed the REACTOR, it w as identified at the o utlet of the

REACTOR (befo re its admission in the e ng ine) 33 (thirty three ) different g ases, suc h a s:

ARGON, ALUMINIUM, COBALT, MOLYBDENUM, TECHNETIUM, RUTHENIUM, RHODIUM,

PALLADIUM, LANTHANUM, THULIUM, ASTATINE, AMERICIUM and CURIUM. In add ition, at

the outlet of the exha ust pipe it was observed 46 (forty six) different ga ses. Among these

gases it w as reg istered : HYDROGEN, HELIUM, LITHIUM, BERYLLIUM, ALUMINIUM,

CHLORINE, TECHNETIUM, RUTHENIUM, RHODIUM, BARIUM, LANTHANUM, POLONIUM,

PROTACTINIUM, AMERICIUM, C URIUM, BERKELIUM and HAHNIUM.

Three other gases which are in the g roup c ould no t be identified a c c ording to the

PERIODIC CHART OF THE ELEMENTS; The ir numbers are 109, 111 and 131. It is interesting to

rem ember tha t the PERIODIC CHART OF THE ELEMENTS c lassifies only t ill element No .105.

Another inno va tion o f the REAC TOR TO TRANSMUTE THE MATTER is the feasib ility o f

storing the exhaust gases and to send them bac k unde r a given p ressure to the

REACTOR, ac ting in this way as a c om pressor pipe . If this method is app lied , it w ill have

to be injec ted , for sa fety's sake, with an e lec tronic injec tor or any othe r system , a

minimum qua ntity of a lc oho l or any o ther fuel at eac h revo lution o f the eng ine. With

this system, it bec ame po ssible to reduce substantially the c onsump tion of ca rburant. It

will be ne c essary only one liter of alc oho l or any o ther fuel to c ove r 60 km (37 miles). Or

eve n set a sta tionary eng ine into mo tion w ith one liter of fue l, at 1,800 rpm (revolutions

per minute), during a n hour.

All referenc es and information c ourtesy o f http://waterfuel.t35.com/geet_plasma.html 

1976, Henri HITZ , Frenc h, Pa tented in Franc e 78,148,72 and in Ge rmany 26,33,348.2,

invented during WW2, system to save 20-40% of fuel, by ad d ing wa ter and me tha nol,

and prehea ting the fuel.

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- 2001, RENAULT (Frenc h c ar manufac turer), for a FUEL REFORMER SYSTEM using Wate r

Stea m:

The Frenc h pa tent in pd f http://econologie.com/file/brevets/renault_FR2831532.pdf  

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2003, M. SALELLES and M. MARTZ, Frenc h Patent 2,858,364, enha nc e the GEET PANTONE

system:

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GEET Patent on KEELYNET, by Pete r T. Mic he l, [email protected], Sun, 20 Jun 1999

http://www.keelynet.com/interact/archive/00000363.htm

As far as the GEET, I dec ided to build one myself, and it wo rked grea t! I ran it on a 4.0

HP Briggs and Stratton on a lawnm ow er. I was ab le to run it on 5% gas, 5% oil, and the

remaining 90% was a m ixture of pic kle juice , jalapeño juice , Sprite soda, and water. I

wa s ac tually ab le to run it in a c losed -loop a s well! The entire exhaust fed ba c k into theintake and I could shut down a ny outside a ir, and it worked g rea t! On one mod el, it ran

silently in a c losed -loop exc ep t for the sound of the valves op ening a nd c losing. Tha t

kind of frea ked me out, but it was c oo l as anything to w itness!

I a lso rec ent ly testified in Philad elph ia a t the EPA hearings for Tier 2 em issions sta nd ards

and spoke o f wha t the GEET has to o ffer. I had a n exce llent rec ep tion from peo p le,

pa rticularly peo p le from various environm enta l organiza tions.

At the Conference on Future Energy (COFE) in Bethesda , MD, I and a c oup le o f friend s

dem onstra ted another GEET mo wer running on a mixture of blac k c offee (d elic ious

hotel mad e), Mountain Dew, and ab out 20% gas. The emissions ran so c lean that

seve ral peop le he ld their fac es to the exhaust a nd brea thed de ep ly with b ig smiles on

their fac es. And I have it on video tap e to prove it!

So, do es it work? I'd ha ve to say, yes, definitely . I've been expe rime nting with different

de signs inc luding a doub le reac tion c ham be r, but a m no t ge tting g ood results. I asked

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Paul about this and he said that the greatest reac tion oc c urs when you have the

c olde st possible fuel va po r, and the hottest po ssible e xhaust, go ing in opp osite

direc tions in the c ham ber. I'm going to p lay around with refrige rants tha t boil a t low

temperatures and see w hat ha pp ens.

The c learances also nee d to be very sma ll in order to have the greatest ac ce leration.

Essentially, the c old va pors (be st when c losest to 32 deg rees F for most fue ls) heat up to

around 900 degree s F in an instant as they ac c elera te up the rod , effec tively

annihilating its mo lec ular (and atom ic?) struc ture . I c ouldn't help but no tic e the

simila rities of w ha t is happening in the c hamb er, to the e lem ents nec essary for

eleme ntal transmutation a s de sc ribed by Walter Russell. Ind ee d , there is a

transmuta tion happ ening of some type a s ma ss spec tests performed at Brigham Young

Univ. showed 73 elements entering the cha mb er and only 13 elem ents c om ing out! --

With a new one that they've named Pantonium! Most of the fuel that c om es out of the

c ham be r is hydrogen ma king it a very clean burning fuel.

The best fuel they fo und was a mixture o f 80% sea water and 20% crude oil. In an ide a l

rea c tion, the rea c tion isendothermic in nature and has ac tually c aused frost to form on

the m uffler. Also, using this "fuel" mixture and having a n ide a l rea c tion, they w ere a b le

to ob ta in milea ge inc rea ses tha t I ca nnot eve n mention here. But, let's just say, it was

WELL OVER 25 times the mpg! (Due to p ressures and dangers from the "da rker side" the

prod uc tion model will only provide 2-3 times the gas milea ge . Paul alread y had his

brake lines c ut, his c ar blown up, and his house burned down , bec ause som e stup id TV

new s rep orter told the w orld that he wa s rea dy to p ut the oil c om pa nies out of

business!)

Som e interesting things were noted with the stee l rod inside the c hamb er. Nam ely, it

takes on ma gnetic p roperties that c an a c tually indicate the latitude whe re it was last

run. Also, c onc entric rings form on the rod and ea c h seem s to have its own m ag netic

polarity. Tog ethe r, these rings see m to c om prise a ma gnetic signa ture tha t has to do

with where the c ham be r is situated with respe c t to the ea rth's ma gne tic field, and the

type o f fuel be ing used . When first running the c hamb er, Paul says tha t you ne ed to

"burn in" the rod 's signa ture. You do this by pointing the end of the reaction cha mber 

from wh ic h the exhaust is ente ring , towards magnetic north. Then, by running the

eng ine for at lea st 20 minutes tha t signa ture is burned into the rod . Then , you c an runthe eng ine a nywhere without any p rob lems.

GEET a lso ha s a new water ma c hine that can c reate 200,000 gallons of pure water

eve ry 24 hours, even in d ry desert cond itions, using only a 10 HP eng ine . Ima gine

turning d ry, ba rren desert land into g ree n, fertile farmland . Now, using a GEET fue l

proc essor on the ge nerato r, you c an fill it up onc e a day and just let it keep running out

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in the m idd le o f the d esert!

I feel like I hit pay-dirt with GEET. They have o ver 400 inventions from invento rs all over

the wo rld who just want to keep inventing and wa nt to leave the ma rketing to G EET

ma nag em ent a nd the ir wo rldw ide d istributors. I asked m any p eop le w hat the y thought

about GEET and Paul Pantone p rior to d iving into this and they a ll had positive things to

say.

2004, Michel David, France, a gasoline genset running on diesel, throug h a n original

sma ll me c hanic 'rea c tor' insp ired by the wo rk of Paul Pantone .

http://perso.wanadoo.fr/quanthommesuite/ge5Michel%20David.htm (Link no longer

active.)

On the short film to downloa d on the w eb pag e, you'll see that there a re no fumes at

the exhaust when sta rting the group with gasoline, and a lso no fumes whe n it's switc hed

on d iesel… ab solute ly no c ha nges in RPM o r no ise w hen the gasoline g enset runs withd iesel. Miche l David, Hervé F., Michel Sc hmit, Bernad ette and Jean Soa rès (fam ous

we bm asters of ww w.qua nthomm e.co m) are present on the vide o

Explication: Starting w ith a stand ard Pantone Rea c tor, M. David had the idea to c rea te

a flat reac tor, where a re fitted 5 spac es of 0,75 mm , that replac e the rod and internal

tube on a GEET, wha t gives a large surfac e o f friction for the ga sses ac c elerated b y the

rota tiona l ob turation system ma de by M. David a t the a ir intake. M. David used c op per

pipe s that he p ressed to ma ke them flat, w ith a me tal saw b lad e inserted inside to keep

the d esired spac e.

Any fuel is passed through a mo d ified c a rbureto r tha t pulve rized it, then throug h the

rea c tor to the eng ine, where it arrives as gas. It's ea sy to run any genset with diesel, with

or without add ing w ate r. It needs a very go od vac uum a t the intake side , that's why M.

David uses a hom em ade rotating ob turato r to increase this vac uum e ffec t. This syste m

very easy to m ake b y any p rofessiona l, ca n be m ec hanic or with a p rog ressive a c tion

for the opening-c losing of the holes to ob ta in a soft feed ing follow ing the nee ds of a

vehic le's eng ine.

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Reference 

Therma l Wate r Crac king Devic es for making wa ter into Hyd rog en & Oxyge n b y hea t

alone

1) The c onversion unit for furna c e w as in Texas military mo to r pool during 1950's. Invento r

we nt to Washington la ter, and dem onstra ted sma ller boxed unit to Sena tor, in gov

ga rag e.11.-- Oil furnac e runs on w ate r - (a mo d ific ation c ould b e a da pte d to a utos)

Rea d Pa tent # 2863499, Sta inless steel tub ing c oil in fire pot hea ted with fuel oil initia lly

only, 90 lb p ressure water turns to super hea ted stea m a t 1500 de gree s, go es throug h T

fitting w ith oil and c om es out sp ray nozzle as hydrog en gas torch. oil shut o ff, furna c e

c ontinues to run on water, Pa tent o ffic e a llow ed only 50 % increase in effic iency with oil

to b e w ritten, not wha t manusc ript subm itted .

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Elec tric motor with dua l sha fts run tw o 90lb oil hyd raulic fluid p umps. The v ibrat ion o f

flow ing stea m mo lec ules inc rea ses and enters shoc kwave effec t a s go ing into area of

low amb ient p ressure a ir when exiting no zzle. Smaller unit bu ilt w ith fire b rick, vertica l

tub ing c oil, va lves, outlet ring o f po res a t botto m. Initia l a lcohol flame hea t to 1500

deg ree s, then light o ff ga ses c om ing from c irc ula r burner ring .

2) http://clients.pppoe.ca/~joso65/info.html Sorrenti Pa tent CDN pa tent 2,054,007

basica lly mixes wa ter and hydroc arbons, hea ts up to 1200 deg ree s C using exhaust

hea t to disassoc ia te the wa ter and ad ds ma gne ts as an aid and burns in internal

c om bustion eng ine. He says in the pa tent, once hea ted up c an inc rea se w ate r up to

100%. Had one b rief phone c a ll with abo ve b ut does not give out pho ne numb er and

d id no t respond to em a ils. The C la im is tha t a 1978 Chrysler Cordo ba wa s c onverted &

ab le to run tota lly on wate r.

3) http:// ww w.rexresea rc h.com / c elis/ c elis.htm Philipp ino Invento r 30% to 50% saving by

ad ding thermo c rac ked w ate r into eng ine. Som e inventors are the only ones that c ange t tho se invent ions to work. Also it is possible tha t w ater c rac king devices use up

oxyge n that need s to be rep lac ed some how.

http :// v3.espac enet .com / origd oc ?DB=EPODOC& IDX=US2863499&QPN=US2863499 

www.google.com/patents?id=a8piAAAAEBAJ 

Papers and Rela ted Informa tion

The GEET Fuel Proc essor is a Self- Induc ing Plasma Generato r by Paul & Molley Pantone

The first wo rking p roto type was deve lop ed long befo re the te c hnica l ana lysis wa sa ttem p ted . Plasma resea rc h is a fa irly new field of a c c ep tab le sc ience. At this time

most p rinted text is from foreign Co untries, and a ma jority from Russia.

The tec hno logy used in the GEET Fuel Proc essor is a c om b inat ion o f the most b asic

sc ientific p rinciples, most o f wh ic h fa lls within the norma l rules and of thermodynamic s.

But som e of the 70 simu ltaneo us pheno me non’ s a re not found in those b oo ks, since it is

the c om bina tion of e ven ts, which is the bod y of this d isc ove ry. Put q uite simp ly, the

exhaust hea t is transferred to the inc om ing fue l va por, which must be ma intained in a

vac uum, and the ove rall c onfiguration provides a m olecular breakdo wn w ithin the

va c uum o f all of the hea vier elements. Therefore, intensifying the va c uum, the speed ofmo lec ula r b rea kdo wn o r rea c tion is ma gnified , and less hea t is req uired .

The GEET Plasma unit generates severa l "elec tric a l" fields a t the same time while

op erating, som e o f whic h are in op po site d irec tion a nd a ll are affec ted by the direc tion

of ma ss mo vem ent a s we ll as by the gravitationa l field of our p lanet. During lec tures

from c oa st to c oa st Paul and Molley ha ve e xplained that it is freq uenc y and vibration

that d etermines the a mo unt of p lasma or energy b eing d evelop ed . Resea c h in private

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laborato ries in Europ e is helping to isolate som e o f the basic field rep lica tion of the

p lasma ge nerato r tha t the Pantones need for visible de mo nstra tions.

Ma ny attem pts to use the external elec tric al mec hanica l de vic es to enha nc e the

produc tion o f Plasma in the G EET Fuel Proc essor have a ll fa iled to show any p romise,

suc h a s the Plasma tron. This has oc c urred bec ause the o utside interferenc e hasop posed the "na tura l" orde r of the energy, which must be self ge nerate d to ma ximize

the results, as we ll as will inc rea se the c ha rge -disc harge a t spec ific nee ds of d em and of

the Plasma - or GEET GAS. It should a lso b e noted tha t using o utside non-na tural

hea ting d iminishes the fields whic h a re norma lly self generate d .

The spec ific movement o f va por within the GEET Fuel Proc essor is "foc used " to exac t

flow d irec tion and veloc ity being self c rea ted thereb y ma ximizing and intensifying the

"field a nd e nhanc ing the mo lec ular, or atomic d isassoc iation. Without all othe r na tura l

elements inc rea sing to eq ual p rop ortions, one c anno t expec t tha t m erely increa sing

the Arc -Field w ill be the m a in rea son fo r spec ific suc c ess of a ny g iven substanc e to bebroken d ow n to its base e lem ents. When the ide a l Plasma has been c rea ted is the time

to be gin inc rea sing or de c rea sing all pa ram eters involved a t their respe c tive eq ual or

ba lanc ed increments to sa tisfy an inc rea se o r dec rea se in the Plasma flow . In doing so

one c an inc rea se the Plasma flow to a viable d elivery state for use o f a ll comm ercial

use demands. During tests the over-reving to engines has startled engineers and

sc ientists from a round the w orld , as eng ines a re sped up to o ver twice the norma l rpm,

and slow ed dow n to a frac tion o f their norma l idle spe ed , with no noticeable vib ration.

Have you eve r seen a 350 Che vrolet idle at 80 rpm? We ha ve.

All of the c urrently stud ied Plasma ge nerato rs basica lly share a design a nd op erationa l

fea ture in that t hey a ttem pt to p ush the Fuel, under pressure, into a rea c tion, whereby

a need for outside energy to force the d evice to func tion. The m ost unique fea ture o f

the GEET Plasma Fuel System is tha t b y sup p lying the fuel into the Plasma c ha mber in a

vac uum and through a long itudinal, natural release, c auses a Rad ia l rea c tion which is

self induc ed , whic h c rea tes energy a s elec trons are p ulled into the rea c ting of p lasma ,

instea d of c onsuming ene rgy. Thus the Plasma bec om es mo re "homog enized " with

a tmospheric a ir, c ausing a we ll-blended fuel for fina l delivery.

An a dd itiona l stab ilizing fea ture within our system is the na tural c irc ulation o f op posing

ma sses as a vo rticular mo tion w ithin the Plasma Field , a c ond ition a s desc ribed by

Mo lley Panto ne as Therma l mome ntum-or Inertia . Suc h field is c aused in pa rt b y the

c hamb er be ginning b efo re a nd a fter the Field zone. The size o f the Field zone must

c oincide with the fuel and pa ram eters with spe c ific limitations, dep end ent on the fuel

demand . Now w e should a lso e xplain that a sma ll unit, suc h as a 10 hp eng ine c an be

used as a "servant" to p rod uc e fuel to b e used by an un-mod ified larger eng ine o r

furnac e, by adap ting pum ps and o nly mo d ifying the a ir inta ke only. Thus a 10 hp

eng ine c ould ma ke the fuel for a loc om otive. The exac t leng th of the Plasma c ham be r

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need be ad justab le to fully ac c omm od ate rap id c hange of fuels when d ifferent blends

are be ing used . This is quite simp le bu t req uires som e very expe nsive eq uipm ent for

ana lysis of the final exhaust for the a verag e mec hanic.

The "ba lanc e” point of a perfec tly ad justed GEET Plasma rea c tion c hamb er, will give

the sam e tem pe ra ture c om ing o ut of the exhaust pipe as the a mb ient a ir, as we ll asthe a ir qua lity should b e the same or a slight inc rea se o f oxygen c om ing out o f the

ta ilpipe . So fa r the invento r has ac c om p lished a 2% increase in oxyge n com ing out o f

an internal com bustion using c rude oil as fuel and a 3.5% increase using Ba ttery ac id

mixed with 80% sa ltwa ter. At the higher than a mb ient oxygen leve ls you norma lly find

ic e fo rming o n the e xhaust p ipe s as a normal function of this phenom enon.

Paul Pantone had his best results with sea wa ter and c rude o il. 1 ga llon o f sea wa ter has

as muc h energy as 300 ga ls of g asoline. This is bec ause o f the deuterium.

http :// lib ra ry.thinkquest.org/ 17940/ texts/ fusion_dt/ fusion_dt.htm l 

When the Plasma field c hamb er is too short or too long for the d ensity of the fuel being

used , it overhea ts the South end and Chills the North end of the rea c tor, this a lso c auses

the field to c onsume oxygen, instea d of c rea ting it. The d irec tion a nd c onfiguration of

the heat sourc e is c ritic al to the p rop er ba lanc e o f the rea c tion to c rea te Plasma . We

have no w lea rned tha t dow n is the same as South in relationship to using a c om pass,

and therefore North is up .

Othe r Plasma gene ra tors, suc h a s the c op y c a t from MIT, which they c a ll the

Plasma tron, uses outside a pp lied pow er to c rea te he a t to run the units, but ha ve

extrem ely limited use a nd outp ut, when c om pared to the GEET system . Since the p ow er

outp ut of Plasma is c onstant and gene ra tes pow er we c an only assume tha t it is of aDC nature and is a c onstant o utput whic h we ha ve not yet a ttem pte d to harness.

(hopefully coming soon.)

There w ill be a la rge num ber of rep orts da ting bac k to 1984 tha t the invento r wa s not

rea dy to relea se until he felt the timing w as right. He fee ls the timing is now right a nd

these w ill be posted as soo n as possible.

The Gee t fuel proc essor ma y soo n ma ke it possible for you to ow n the ultima te ho me

produc tion po we r plant... one that hea ts your wa ter, ge nera tes electric ity, takes c are

of hea ting and a ir c ond itioning , simp ly by utilizing wa ste he a t from refrige ra tion and

app lying it to storag e o r hot w a ter, wh ile the ge nerato r is giving you a ll the e lec tric ity

you want.

In simp le definition, the GEET Fuel Proc essor c ould be c a lled a new type of c a rbureto r

with a m inia ture refinery built in. With it, There is no need for ca ta lytic c onverters, smog

pumps and many othe r co stly items on c ars , as the GEET fuel p roc essor is not just a fue l

delivery system it is a lso a pollution eliminat ion unit! Your milea ge w ill be g rea tly

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increased if you a re truly consuming ALL of the ava ilab le energy From whateve r fuel

you ma y be using.

I be ga n wo rking on the original conc ep t of be tter milea ge ove r fifteen yea rs ag o,

During the fifteen yea rs of t esting and resea rc h, I wa s ab le to ac hieve the go a ls of ZERO

pollution, while running interna l co mb ustion eng ines on fuel suc h a s c rude o il, ba tte ryac id, c lea ning solvents, even g asoline... som e of the tests were d one with m ixtures with

as muc h as 80% wa ter IMPOSSIBLE??? SEEING BELIEVES!

Having dem onstrate d the GEET Fuel Proc essor c ountless times, I hea rd over and over "

tha t’ s imp ossible." Mo st o f the hund red sc ientists who have bee n invited to help in this

p rojec t have refused to even c om e o ut to look at it, c la iming it is imp ossible. Yet a fter

rep ea ted show ings, ma ny potential financ ia l ba c kers have dep end ed on the

professiona l opinion o f qua lified pe op le, who did not eve n take the time to even look.

One sc ientist -Jim _ who w ante d to he lp me wa s em ployed at a ma jor United State s

Testing Laborato ry. We spent seve ra l days review ing ho w a nd w hy the d evice worked .

Jim c laimed he c ould g et a ll the ne c essa ry funding to g et through the R&D stag es by

telling the o ther sc ientists a t wo rk wha t he ha d v iew ed , Jim told me to c a ll him a t wo rk

the follow ing Wedne sday.

When I , c a lled the num ber I wa s informed tha t Jim w as asked to resign. They to ld me

tha t Jim must have b ee n do ing som e d rugs, if he truly be lieved tha t he saw a ga soline

eng ine run on c rude o il with no p ollution.

This typ e o f response is ve ry norma l to this invento r. Ma ny sincere p eo p le have turned

their bac ks and w alked a wa y, bec ause of the input of knowledg e of others who laug hand say it is absolute ly not p ossible.

How eve r, a few yea rs ago , at a smo g c ertific a tion sta tion in Ca lifornia , this fuel system

wa s de mo nstrate d while b eing mo nitored a nd video tap ed . While running a ga soline

eng ine on c rude o il, the final exhaust wa s ac tua lly c lea ner than the a ir in the

esta b lishment --zero p ollution. This doe s not d efy p hysics; it only op erates within the most

basic law s of p hysics in a unique ma nner. Basics o f GEET tec hno logy

The GEET fuel p roc essor is a self induc ing p lasma generato r. In m y c ase, the w orking

proto typ e w as de velope d long be fore the te c hnic al ana lysis wa s a ttempte d . Plasma

resea rch is a fa irly new field of sc ienc e. Mo st of the a va ilab le text on this sub jec t is from

foreign c ountries.

The tec hno logy used on the G EET fuel proc essor is a c om b inat ion of very ba sic sc ientific

p rinciples whic h fa ll within most o f the no rma l rules and laws of the rmo dynamic s.

Put q uite simp ly the exha ust hea t is transferred to the inc om ing fue l, which is in a

vac uum, and the ove rall c onfiguration provides a m olecular breakdo wn w ithin the

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vac uum , the speed of the mo lec ula r rea c tion, or brea kdow n, is greatly ma gnified . The

GEET Plasma Ge nerator

The pheno me non wh ic h oc c urs w ithin and a round the GEET Fuel Proc essor can b est b e

desc ribed as c ontrolled lightning. As ma sses of c old a nd warm a ir c olliding, an

elec trica l d isc harge oc c urs. The spec ific leng ths of eac h c olliding mass dete rmine thetype a nd the a mount of disc harge .

It c an be a bolt of lightning, or if the c onfiguration of masses is c ond uc tive to a rad ia l

type of d isc harge it may ap pea r as a ba ll of energy. Many d isc harges of this nature a re

so sma ll they are no t visible to the human eye . Others a re m agn ified by mo isture and

rad iate in a n energy field which is visible as c olored light.

When the e lec trom ag netic field is radial as we ll as long itudinal, and balanc ed to

c rea te the c enter of the plasma rea c tion, maximum effic ienc y of the field is

ac c om plished . This is done w ithin the GEET Fuel Proc essor, as the p lasma is c rea ted on

demand . Using a stea dy self ge nerated ma gne tic field one d oes not have the p rob lem

of rand om Plasma c lusters, as eve ry mo lec ule is held a s a c onstant p ote ntial co ntributo r

to the dem and and the d em and c ontrols the field whic h stab ilizes itself within a spec ific

ratio.

The elem enta l com ponents of the GEET Fuel Proc essor a llow the transfer o f virtua lly a ll

the ge nera ted hea t into the plasma , whic h further stab ilizes the e lec trom ag netic field,

as we ll as inc rea ses the e lec tron flow a t a ny spe c ific need , on de ma nd.

In the G EET dev ice the p lasma fields is genera ted inte rnally. Ma ny attemp ts to use

external elec tric al mec hanica l de vic es to enha nc e the p rod uc tion of p lasma s in theGEET fue l proc essor, have a ll fa iled . This has oc c urred bec ause the o utside interferenc e

has op posed the "natural" elec trom agnetic field, which is self-gene ra ted in the GEET

fuel p roc essor. Thus the en tire m agnetic field c ollap ses and entire system shuts dow n.

In c onventiona l generators, the m ea ns of introd uc tion o f the mag netic flow is

pe rpend ic ular or angled to the plasma tube throug h wa ve g uides; the e ffectiveness is

d iminished due the turbulenc e c rea ted . By simp ly c hang ing the p osition of the

elec trod e to the c ente r of the p lasma field, the turbulence is elimina ted , thus mo re

usab le ene rgy is c rea ted . Furthermore, less extraneo us eq uipment is used to p rod uc e

and c ontrol the p lasma .

The movem ent w ithin the GEET Fuel Proc essor is "foc used " to the spec ific flow d irec tion

of the Plasma being c rea ted , thereb y ma ximizing a nd intensifying the m agnetic field

and enha nc ing mo lec ular, or atomic, d isassoc ia tion.

Without a ll other elements inc rea sing to e qua l prop ortions, one c anno t expec t tha t

me rely increa sing the elec tric a rc / ma gnetic field will be the m ain rea son for spec ific

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suc c ess of any given test. When the idea l p lasma rea c tion has been c rea ted is the time

to b eg in inc rea se or dec rea sing a ll pa rame ters involved a t their respec tive equa l, or

ba lanc ed , inc rem ents to sa tisfy an inc rea se o r dec rea se in the p lasma flow . In so d oing

one c an increase the Plasma flow to a viab le d elivery sta te fo r c om me rc ia l use. Plasma

Flow

All the c urrent stud ied Plasma gene ra tors basic a lly sha re a design and op erationa l

fea ture in that they atte mp t to PUSH the Plasma c hamber. One of the unique

d ifferenc es of the GEET Fue l Proc essor is that red uc ed p ressure (vac uum ), PULLS the

Plasma , whic h enha nces the hom og enization of the new ly c rea ted fuel.

An a dd itiona l sta b ilizing fea ture w ithin our Plasma unit is the rec irc ulation zone is

throug h a nd be yond bo th end s of the ma gne tic field, thus intensifying and further

sta b ilizing the p lasma . The size of the rec irc ula tion zone nee ds to c oinc ide to a ll othe r

pa ram eters within spe c ific limitations- dep end ing on the fuel source-and dem and a t

any given time .

The e xac t length o f the Plasma ge neration c ham be r needs to b e fully adjustab le, to

c om pensa te fo r c hanges in the m olec ular density or ma ssive e xpansions of the fuel

being used for Plasma . An exam ple o f this wo uld be w hen 20% ba ttery ac id is mixed

with 80% sa ltwa ter and used as fuel; it need s a shorter Plasma c hamb er than the one

need ed for Alaskan Crude Oil.

If the same or la rge r unit is c hosen fo r the a c id m ix, the norma l running temp eratures

are exceed ed , and the balanc e of the p lasma field is at its op timum pe rforma nce

whe n am bient air and the final disc harge a re a t the sam e temp erature, and air qua lity

at b oth points are equal.

When the p lasma field tub e is too short or too long for the density of the fuel be ing

used , it overhea ts the high end or forms ic e o n the low end , respec tively. This

c ha rac teristic is further evide nc e b y numerous tests. When polluta nts a re noticea b le

there is an imb alanc e.

The d irec tion a nd c onfiguration of hea t ap p lied , was ma de on ma ny of the p rior units

to fo rmu la te c onc lusions. The spec ific na tural flow of self gene ra ted ene rgy which does

c rea te its ow n fields (outside of ligh tning, and na tura l pheno me non).

Other p lasma ge nera tors using outside ap plied pow er seem to have less tec hnologica l

rea son and p rac tica l use tha n the GEET fuel p roc essor which req uires no outside pow er.

Since the e nergy field wh ic h is rad ial and long itud ina l, as we ll as self generate d and

c onstant, we m ay assume tha t the c urrent-vo ltage c ha rac teristic o f the GEET p lasma

field is a p ulsa ting d irec t current. New Theories Nee ded

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With the p rop er tea m o f op en m inded sc ientists, this tec hno log y should be e asily

understoo d . since p roto types a lrea dy exist. A few mo nths ago , when the inventor

invited sc ientists from a ll ove r the c ount ry, to help in co mp iling a rea sona b le theo ry or

formula for why the invention wo rks, he found very few takers.

One sc ientist, Dr. And rea s Kurt Ric hter, spent mo st o f a we ek a t the inventor’s home asa house guest. There w ere hours of d isc ussion on p hysics and unknown phenomenon. In

a lette r, da ted July 3, 1995, Dr. Richte r sta tes, I am a c onsultan t to Paul Pantone in the

sea rc h for the sc ientific and tec hnic al explana tions to unde rstand the op eration of this

energy de vic e. Acc ording to my p resent knowledg e it should not wo rk and I would not

believe it ha d I not seen it with my ow n eyes. It is my o p inion tha t Mr. Paul W. Pantone

has invited an a ma zing e nergy d evice or engine with pote ntia l as yet unhea rd of.

Ano the r sc ientist, Dr. Grant Wood , has simila r c om ments. Dr. Woo d has ta ught

automot ive sc ienc e fo r most o f the last 35 yea rs. I am still see king sc ientists, doc tors,

manufa c turers, and a ll other p rofessiona ls to assist me, no t only in this but hund red s ofothe r inventions and prod uc ts and c onc ep ts. Testing

Ge tting te sting do ne o r the interest to g et them do ne a t such p lac es as Law renc e

Livermore Laboratories, Southwest Resea rch Lab oratories Universities, etc ., is d ifficu lt.

First you must c onv inc e them it works, and then have a ton of m one y. These

labo rato ries have expressed that te sting w ould b e a wa ste o f money, and their

va luab le time. Most simp ly do not und erstand this devic e.

To g et testing do ne, the inventor went to numerous c om pa nies inc luding Coo pe r

Ind ustries, Briggs and Stra tto n, Waukesha ; (this list is quite long ), and in most c ases the se

industries we re no t interested , eve n thoug h ma ny sent representa tive out a nd c anc onvey tha t the p roto types d id in fac t work. At first, most of the tests we re

ac c om plished on sma ll interna l c om bustion eng ines. Co mb ustion stud ies we re d one in

furnac e a pplic ations to enab le the inventor a b etter fuel study.

In 1983, I ap proac hed the sma ll engine manufac turers in a n effort to g ain knowledg e

and tec hnic al supp ort. Up to this point I had used old b ea t up e quipm ent for most of

my testing. Briggs and Stra tton wa s the only com pany w illing to d isc uss suc h tec hnolog y

which is ad vanc ed , they wanted to b e the first engine c omp any to g o p ublic .

A few yea rs la ter in 1987, I d id g o to Waw a tosa , Wisc onsin and ran this eng ine, hooked

up to the ir testing d yno . These te st were d one o n c rud e o ils, gasoline, and fuel oils,

mixed with wa ter. They knew the engine wo rked and wo uld be c ontroversial and

sugge sted tha t I try to m a rket the devic e the devic e in third wo rld c ountries. I still want

to ma rket the devic e in the United Sta tes first.

A few test eng ines have b een tested in c a rs. Now a 240 kW Waukesha G ene ra tor

(Mo del # H2475) has a lso bee n retrofit w ith the GEET Fuel Proc essor and the on ly thing

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need ed to ge t this into p rod uc tion is auto ma tic c ontrols and mo ney. A Pollution

Solution

Ma ny have a sked what the true va lue of this tec hno log y is. To b eing w ith, p lea se p lac e

a va lue on wha t would it be wo rth, in dolla rs and c ents, if you c ould just d oub le the

milea ge / pe rforma nc e o n eve ry c a r, truck, loc om otive, ship, furnac e, bo iler, hot w ate rhea ter, etc ., not to mention reduc ing po llution, on a wo rld wide app lic ation? The truth

is tha t if you only d isposed of som e forms of toxic w aste, it wo uld be invaluab le to man.

And if you g ene ra ted ene rgy from raw c rude o il, without the need fo r refineries, this

would sa tisfy ma ny c ountries a ll by itself.

Although the auto mo tive field is very large, our globa l buildup of toxic wa ste ha s

be c om e my first c hoice for prod uc tion. This c an be ac c om plished in a rea sona bly short

time b y insta lling elec tronic c ontrols to the nec essa ry control comp one nts.

Utilities and c om munities c an g rea tly benefit from the GEET Fuel Proc essor, while running

pow er plants, desa liniza tion plants, pumping p lants, etc ., a ll the w hile g etting p a id to

take toxic fuel to run the p lants. When toxic w aste is transported from c oa st to c oa st

there is a lways a d anger of ac c ents, and by loc a ting toxic d isposa l units througho ut the

c ount ry this will shorten the risk and d istanc es traveled , providing mo re sa fety to the

public.

For you,

And the World ,

Paul & Molley Pantone

Rela ted Tec hnology

MIT Plasma tron - Princ iples of the Pantone GEET Devic e 

MIT is/ ha s develop ed it for ArvinMeritor. Delphi is a lso into it. Rep orts g iven to the

orga niza tion sta te tha t MIT has spent yea rs and millions perfec ting a nd p roving the

tec hnolog y. They p artnered w ith Arvin Mentor who w orked out the last deta ils of

ac tua lly imp lementing in ca rs delivered by the a utom akers. Then O ne Equity Partners

("OEP") bo ugh t out Arvin's fuel refo rme r d ivision a nd c rea ted a ne w c om pany c a lled

EMC ON Tec hnolog ies. Then EMC ON Tec hnolog ies d rop ped the fuel refo rme r from their

p roduc t line and on ly sell othe r stuff. After all MIT d id to p rove its benefits. Bot tom line Big

Oil wins aga in” . It know appea rs tha t b ig o il will only let M IT's Plasmatron b e used to

c lean up exha ust as in pa tent US2005274104, but the y can no longer use a s originally

intended for engine intake g ases to increase fuel ec onomy.

The G ee t system is a lleg ed to b e used in the Pre-Ignition c a ta lytic c onverter

http://peswiki.com/index.php/Directory:PICC_Pre-Ignition_Catalytic_Converter 

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http://www.preignitioncc.com/better/  

The Plasmatron Fue l converte r (PDF) 

The M icrop lasmatron Fuel Co nve rter (Plasmatron) 

Environm enta l protec tion and energy saving using plasma tec hnology by Daniel

R. Cohn (PDF)

MIT's p lasma tron c uts d iesel b us em issions, prom ises be tte r ga s engine e fficienc y 

MIT device c ould lead to ne ar-term environm enta l imp rovements for ca rs 

MIT's Plasmatron Teste d on Bus 

Devic e c ould he lp c a rs' ga s-burning effic ienc y

MIT's p lasma tron c uts d iesel bus emissions (PDF) 

Clea ner, Higher Efficienc y Vehic les Using Plasmatrons (Pow er Point) 

Le Plasmatron d u MIT 

Illustration o f the Sup er-Carb p roc ess by Hima c

Hydrogen yield results from experimental arc pyrolysis of methane by Roseb erry,

C., Wilson, D. and Lu, F. - AIAA Paper 2005–3401, AIAA/ CIRA 13th Inte rnationa lSpac e Plane s and Hyperson ics Systems and Tec hno log ies Co nferenc e

Reformation o f me thane in a supe rsonic, arc-hea ted flow , by Lu, F.K., Roseberry,C.M., Meyers, J.M., Wilson, D.R., Lee, Y.-M., Czysz, P., - AIAA Paper 2004–1132,

42nd AIAA Aerospac e Sc ienc es Me et ing a nd Exhib it, Janua ry 5-8, 2004, Reno,

Nevada

Experime nta l eva lua tion o f me thane fue l refo rma tion fea sib ility by Roseb erry,

C.M., Meyers, J.M., Lu, F.K., Wilson, D.R., Lee, Y.-M., Czysz, P. - AIAA Paper 2003– 

6937, 12th AIAA Inte rna tiona l Spac e Planes and Hypersonic Systems and

Tec hno log ies, Dec em ber 15–18, 2003, Norfo lk, Virg inia.

Fac ulty information 

PAGES OF MICHEL DAVID From Quantum home

CONSTRUCTION AND the INSTALLATION Of a SYSTEM PANTONE ON an ENGINE 

(Translate d from Frenc h)

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Running the GEET on 100% wa ter

Paul Panto ne w as ab le to g et som e eng ines with GEET rea c to rs to run on water on ly. But

I think he d id ha ve e ither som e e lec trolytes in the wa ter else he was mixing in lea d ac id

batte ry fumes to the wa ter vapors go ing into the reac tor.

If you stud y Jean Chamb rin's pa tents c a refully you will see he a lso wa s ab le to run his

eng ine w ith fuel reformer on w a ter only also. We have also hea rd that he w ent to hide

in Brazil in fea r of his life from p eop le w ho d idn't wa nt peo p le to know ab le his invention.

http :// v3.espac ene t.co m/ pub lica tionDeta ils/ desc rip tion;jsessionid=14B1247C59EF48\ D

C351D8D7F02A3B185.espac ene t_leve lx_prod_0?CC =WO&NR=8204096A1&KC=A1&FT=D

&d ate =19\ 821125 

http://v3.espacenet.com/publicationDetails/description?CC=WO&NR=8203249A1&KC

=A1&\ FT=D&d a te=19820930 

In a dd ition, for the GEET type o f rea c tor to w ork well, the water needs som e e lec trolyte

in it, like som e a mm onia o r vinega r or a sma ll amo unt of ba tte ry ac id, etc . Som ething

so the w ate r whe n vap orized will have som e ions c ap ab le o f ca rrying e lec tric c harges

of the ions of the vapo rized elec trolyte. That c an help the elec trom ag netic

c harac teristic s to d evelop that c ause the mag netic signa ture to d evelop o n the rod .

A few things to reme mb er:

1.It w ill be d iffic ult to run wa ter only so ha ve multiple rea c tors in pa ra llel and sprea d out

from each other. Have very small gaps for intake and exhaust. In 1 reactor use a

hydrocarbon fuel that can keep the engine running while the other reactors havewa ter with elec trolyte running through them . They nee d c oo l dry vapors of w ate r with

electrolyte. If the other reactors' rods develop short magnetic signatures then cut the

rod leng ths dow n and then start ag ain on a hydrocarbon fuel. Then a fter the engine

warms up the reactor's slowing turn off the hydrocarbon reactor and see if the engine

will keep running on only the c rac ked vapors of wa ter with elec trolytes.

2. When measureing the magnetic signature of where to cut, use a very small compass

and turn the rod many differnt directions to get an overall picture in your head

because the Earth's magnetic field will add or subtract from the readings and affect

how long it looks like betw een poles.

Som e rod s ma teria ls like stee l will hold the signa ture bette r than c ast iron bec ause the

cast iron very easily changes its fields to align with the Earth or even to align with the

magnetic field coming from the compass needle. And some rod materials both hold

the signature better and give a better reaction than plain cold rolled steel. But GEET

never would say wha t those materia ls a re.

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3. Multip le sma ll rea c tors in pa ra llel w ith sma ll gaps for bo th inner vap ors and sma ll ga ps

for exhaust gases will likely be easier than just using 1 reactor to get it to work with only

wa ter or almost a ll wa ter as the fuel. Even w ith just 1 rea c to r, a little sma ller simila r yours

with a .4 inch rod ma y be bette r for sma ll eng ines. 

Radioactivity in the GEET

Rep orts g iven to the nonp rofit orga niza tion sta ted the follow ing: The US go vernme nt

nuc lea r sa fety peop le sent a tea m o f peop le out to shut Paul Pantone d ow n after it

wa s rep orted tha t radioa c tivity wa s de tec ted . How eve r after testing eve rything while

his unit w as running (and with a Geige r counter) they c ould no t identify the rad iation a s

being som e fo rm tha t is c lassified a s dangerous so they sa id he c ould kee p

experimenting.

See this video about it:

http://www.youtube.com/watch?v=nZahzVFpv6U  

The m an tha t Paul me ntions a t the b eg inning o f that v ideo is a physicist who wa s

helping Paul with his resea rc h. Paul Pantone has a lso had ALL em issions from a working

GEET ana lyzed a t university physics lab s and he ha s not mentioned poisonous em issions

amo ng them . Tha t was when he verified tha t transmuta tion wa s oc c urring , simila r Jean

Chambrin's unit. The universities tha t ha ve he lped ana lyze the em issions have refused to

relea se any o ffic ial rep orts about it b ec ause they sa id the results we re impossible.

You Tube educ ationa l video series.

GEET Water Fuel Plasma Rea c to r Cha mber Expla ined Part 1 

GEET Water Fuel Plasma Rea c to r Cha mber Expla ined Part 2 

At heart of the Multi-Fuels Proc essor o f GEET is a self-induc ing p lasma genera to r or a

p lasma rea c tor with an endo thermic reac tion. The end othermic rea c tor is c om posed

of tw o c oa xia l stee l cylinders:

- the interior cylinde r (threa ded at e ac h end ), c a lled the p yrolytic c ham be r (430mm

leng th and 15mm of inner d iam eter) contains a steel rod of 300mm leng th and 13mm

of d iamete r (not ma gnetized befo re the burning-in). A side o f this stee l rod is round in

order to ident ify its ma gnetic p ola rity afte r its d isassem bling . The rod is ma intained in thec enter of the pyrolytic c ham be r with to 3 sma ll nipp les we lded at e ac h end .

- the external c ylinde r (threa de d a t ea c h end ) is a steel tube of 300mm length a nd

26mm of inner diame ter. The two c ylinde rs are p lac ed c oa xially with two reduc ing T

(show ed on the d iag ram be low ) plac ed a t eac h end . The bubb ler is a ta nk c onta ining

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a m ixture of wa ter and hydroc arbon (gasoline, diesel, kerosene , c rude o ils and othe rs

derived from hydroc a rbons...).

The ho t ga s flow c om ing from the exhaust of the engine c irc ulates by the outside p art

of the rea c tor with a strong kinetic e nergy, that c ontributes to b ring up to ve ry high

tempe ra ture the steel rod (being used as hea t ac c umulator) c onta ined in the p yrolyticc ham be r. The g ases c ross the e ngine a nd pe netra te then in the bub bler containing the

wa ter/hydroc arbons mixture. The vapor of the mixture is strong ly asp ired by the vac uum

c rea ted by the e ngine intake and is pushed by the p ressure c om ing from the exhaust.

The kinetic ene rgy of the va por is increased c onsiderab ly by the red uc tion of the

d iame ter in the p yrolytic c ham be r (by Venturi effec t). The c om bined effec t of the high

temperature and the inc rea se of the kinetic energy produc es a thermo c hem ic al

dec om po sition (mo lec ula r breakdow n) of the wa ter/ hydroc a rbo ns mixture.

The endothermic rea c to r forms an Elec tro-Plasma-Chemica l unit (EPC) and it is now

po ssib le to c rea te a high-output fuel c om ing from the d ec om po sition of the w ate rc onta ined in the water/hydroc arbons mixture. This fac t is c onfirme d b y the p resenc e o f

oxyge n ga z (O2) in grea t am ount m ea sured in the exhaust.- Reference End. 

Mr. Pantone’ s invention is to rec over energy lost through the exhaust (exhaust c old a t

fuel proc essor outlet) and to rec ove r it into a form tha t is d irec tly conve rtible to 

mechanica l energy b y internal c ombustion eng ines. The GEET proc essor produc es

som e sort o f highly effic ient fue l from va rious mixtures. In the trac to r c ase, this is an a ir

and wate r va por mixture. The G EET proc essor see ms to p roduc e a gaseo us fue l using

the e xhaust hea t as energy source . This fac t is dem onstrate d from the fo llow ing: The

exhaust g ases a t the outlet o f the GEET proc essor a re la rge ly c olde r that a t the inlet.

It c an’ t b e a simp le g as hea ting effec t throug h the proc essor. In fac t, heating the inlet

gases befo re m oto r intake d ilates these g ases, thus red uc ing the a mo unt of

c om bustible mixture e ntering the c ylinder as the eng ine a lwa ys suc ks in a c onstant

gaseo us volume . Hea ting the inlet ga ses thus red uc es the mo tor pow er. In

c ontradic tion, the p ow er or retrofitted eng ines is aug mented for red uced fuel

consumption.

Mr. Ma rtz’s c a lc ulations de mo nstrate that the w a ter crac king into o xygen a nd

hydrog en in the GEET p roc essor does not p rod uc e enoug h ene rgy to expla in the fuelc onsumption red uc tion. It is possible tha t other gases p resent suc h as nitrog en a re also

mod ified in the GEET.

Note tha t the re is no energy genera tion in the GEET fue l p roc essor: there is on ly an

efficient rec ove ry of the ene rgy norma lly lost in the exhaust. The rec overed ene rgy

serves to m od ify the c hem ica l c om position o f the ga ses inside the rea c tor.

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Ga ses p roduc ed by the GEET fuel proc essor are sta b le, as the e ng ine inta ke is

som ew hat fa r aw ay – up to mo re than a m eter from the p roc essor outlet to the a c tual

c om bustion in the e ngine. If they were unstab le c om posites or mo lec ules, they w ould

dec om po se o r rec om bine in the piping before rea c hing the e ngine. From this

reflec tion, free a tom s suc h as single a tom s of hyd rog en, oxyge n or nitrog en (H, O a nd

N) might no t b e c onsidered . Or they c ould be p rec isely the a nswe r: the GEET fuel

proc essor would p rod uc e free a tom s which rec om bination would libe rate muc h more

energy than the simp le c om bustion o f hydrogen mo lec ules with two a toms (H2) with

oxygen m olec ules also c onta ining two ato ms (O2). The he a t of c om bustion used by Mr.

Ma rtz is the one o f the usua l hydrog en c om bustion rea c tion: H2+ O 2= 2 H2O

Another imp ortant element is that the eng ine effic ienc y inc rea se c an’ t be p rovoked b y

wa ter vapo r’s presenc e. As a ma tter of fac t, wa ter vapo r p resent a t the m otor intake

d ilutes the c om bustible ga ses (fuel and o xygen), thus red uc ing tem peratures andpressures in the c ylinder and therefore the eng ine powe r and e ffic ienc y. Mo reo ver, the

wa ter vap or presenc e increa ses the c om pression wo rk; c a lculations of Mr. Ma rtz

indica te tha t the c om pression w ork is greate r than the energy rec ove red by the

expa nsion wo rk (nega tive ba lanc e). An eng ine’ s beha vior is normally little affec ted by

the a ir humidity: dry or humid a ir doe s not m ake muc h d ifferenc e. There is something

else go ing on in the GEET fuel proc essor, som ething still to identify. – End. 

"GEET Panto ne study : Final eng ineer stud ying p rojec t fo r ENSAIS (Ec ole Nationa le

Sup érieure des Arts et Ind ustries de Strasbourg) Diplom a by C. Ma rtz. November 24th, 

2001. http://quanthomme.free.fr/pantone/martz

"Design of a testing g round and c harac terization of P. Pantone 's GEET proc ess based on

hydroca rbon c onversion" This testing ground ha s bee n b uilt to c harac terize the GEET

process by mea suring d efinite points as, for instanc e, the spec ific c onsump tion (i.e.

outp ut) ,different flows, temperatures, pressures, H2/O2 gas ana lysis...

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The fall of pollution on CO and HC (un-burnt) is remarkab le. Furthermo re on c arbon g as

the pollution is falling with the mo tor's c ha rge (40% to 70% of d iminution). Maybe the

c onversion reac tion is more efficient when the motor is load ed (that mea ns exhaust ga s

are ho tter).

At this time we d on't know where the rest of ca rbon is: a c lassica l gas or fuel comb ustion

g ive 14 to 16% c arbon gas (CO+CO 2), with GEET we a re a t 6%maximum (only CO 2),

which mea ns that qua ntity of ca rbon are m issing in exhaust gas...I hop e tha t further

expe riences wo uld solve this p rob lem and say where is the c arbon.

After a few hours of func tioning , we have no ted som e interesting rem arks on som e rod

(we go t 9 rods of d ifferent d imensions): Observing a hot point on the c old side of the

rod . A c old point is just a fter this hot point which show s tha t the reac tion has inner-

reac tion high temp erature . I me an this hot point do es NOT c om e from exhaust gas high

temperature. 

… But if rea lly it is no t hyd rogen, the GEET gas isce rtainly a high hydrogenous ga s

(sme lls of e ther) which got the energetic ad vantag es of hydroge n. GEETga s c oming

out of reac tor is mo re volatile and simp le than the fuel and wa ter vap ors c om ing in.

Then it is sure than there is a ga s c onversion in the reac tor but the ob ta ined G EET ga s

must b e exac tly definite… GEET gas is still unknown , it MUST be a na lysis by other ways

(chem ic a l, spec tra l...).

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 - SPECIAL DELIVERY from FRANCE: Le GEET c 'est GENIAL ! (GEET it 's GREAT !)

Ion Vortex Theory, Ma rc C., Nov. 2006, origina l pd f in frenc h:

http://quanthomme.free.fr/qhsuite/imagenews06/theoriechampmarc281106.pdf

and a lso see http://quanthomme.free.fr/qhsuite/separionfluidmouv.htm

REMARK: need tec hnica l translato r for this 24 pages doc ument, rea lly very interesting …

here I c an only put som e sc hem a tics.

A study on the Pantone Reac tor. All info a nd sc hem atic a re g iven in the Pub lic Doma in

by their author.Extrac ts: The LORENTZ forc es are a lsmost no t d isc ussed in high sc hool, they a re just to

introd uc e tho se o f LAPLACE : we ab andon the ‘c harged p article’, to replac e it by ‘an

elec tric c urrent in a c onduc tor’. Big m ista ke:

- An Elec tron moves at only 2.16 km h in the c op pe r; we c ould follow it by wa lk … with

go od eyes!

- An Positive or Neg a tive Ion moves at 800 kmh … 370 times faste r than an e lec tron! The

ma in diffic ulty is to co ntrol and c ana lize the Ions tha t are just willing to ‘ fly aw ay’ ; that

where the Vortex is interesting …

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It too k me 5 yea rs to ta ke seriously the Pantone’ s pa tent. How c ould I expec t tha t my

rea ders believe imm ed ia tely in this theo ry. We must let time for reflex ion and

experimentation first .

A go od examp le is the Law of Coulom b that every go od stude nt memo rized : “ theoppo site signs are attrac ted, sam e signs rep el” How ma ny lea rned that it is som etime

the oppo site, the Elec trodynamic s Forc es (Lorentz ones) surpassing those o f Coulom b? 

Could my theo ry re-esta b lish a t lea st this no tion of DUALITY, ever existing in Physics.

Ionic Vo rtex in a Pantone Reac tor: 

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Eac h Ion induc es a m ag netic field in p roportion with its speed . The Ions c losed to e ac h

othe r in the vo rtex tend to c om e c loser when the ir speed inc rea ses.

In fac t the Elec trod ynamic s Force (Fe) bec om es strong er than the C oulomb fo rc e (Fe)

that wa s rep elling them. Op tima l Molec ular Brea kdow n If the reac tor ca n transform the

mix of air and water (+ eventua l fuel) in a p lasma , like Paul Pantone sa id , then we

ob ta in, theoret ica lly: H2O=H+H+O, CO2=C+O+O, NO2=N+O+O, etc … In othe r terms,

we ob tain prod uction of Mono Atomic Hydrogen a nd Oxygen, from wa ter or from the

oxide s p resent in the a ir ; so the vo rtex ac ts like an a ir purifica tion.

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The Pantone Rea c to r isan elec tric ap pa ratus that p roduc es an elec tric field without

generator! 

The Vo rtex assoc iate s Ma gnetic a nd Elec tric Fields, without limiting the last one. No

elec tron flow, No energy dissipa tion . Efficienc y is c losed to 1.

The principle of the Cha rge Conservation wins on the Energy Conservation one .

Parad ox of the Cha rge Conservation:

By which w ay this ‘ha lf-energy’, that bec am e ‘ un-desirable’ , has be en thrown o ut of

the c irc uit ? To lea rn more a bout this, just p ut a rad io rec eiver or TV c lose to the c irc uit,to see or hea r the p arasists: joining the 2 cond ensa tes liberate d som e e lec trom agnetic

energy as a pulse; from whe re a pp ea r an ‘ infinity’ o f radio w ave s rad iate d all around .

Is it possib le to c onc iliate ‘ Cha rge Co nservation” and ‘Energy Co nservation” in a c losed

system, without ever use external energy ?

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Bec ause o f the p a rticular links tha t it c rea tes betw een the m olec ules c onstituting it, an

Ionic Vortex is c omp arable to a spring that co ntrac ts when hea t is added, and expa nds

in the op po site ca se .

8.3 Water boiling : By wh ic h way the b oiling water limits its temperature at the pot top

surfac e a t a round 100 Deg.C.? It is sa id tha t the wa ter gives away its interna l energy in

the form o f co ld; but where d id the water store this energy ? Myself, a fter rea d ing an

artic le on the web ab out ‘micro vortices’’ observed in water vapor (artic le tha t I c an’t

find aga in), I think tha t the liquid to vap or transit c om es w ith a re-orga niza tion of the

mo lec ules, wha t c reates mic ron sized ionic vortic es’, converting the he at in a o rganizedmolecule movement.

Pantone Rea c tor without Rod : 

By taking o ut the rod , the m ag netic induc tion bec om e less intensive than b efore, but

the glob al efficienc y is increased be c ause the Ions are no more in fric tion with the rod .

This Ions a t the c ente r of the vortex, rota ting a lmo st a long the tube a xle, have a speed

qua si null, then the ma gne tic interac tions with the external c rown o f the vortex are

increased …

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-End

The following is c ourtesy of open sourc e Eng ineer Naresh.

Vortex Hea t Exc hanger Group R and D

Naresh’ s group is working in this ve rsion o f the tec hno logy, links to h is tec hno logy group

are provide d at the e nd o f this do c ument.

This group is for R & D, theo ry and p rac tica l use information about how to build a fuel

refo rme r that uses a vortex hea t exc hanger for refo rming fuels for your ca r, fa rm

eq uipm ent o r genset as well as for fuel c ells. This fuel reformer is for hyd rog en

produc tion a nd w ill help pe op le to g et muc h bette r fuel ec onom y. Resea rc h on this

type of reformer wa s started by Jean Cha mb rin and others around the w orld. Jea n

Chambrin's system is patented under patent numbers WO8204096 and WO8203249.

La ter a simila r system wa s pa tente d by Paul Pantone in the USA w hich he c a lled the

GEET (TM) reac to r fue l pret rea te r.

Paul Pantone 's U.S. pa tent num ber 5.794.601 doe s not me ntion vo rtex ac tion nor

unusual elec trom agne tic phenom ena how eve r these w ere rep orted b y Paul Panto ne

and othe r indep end ent resea rc hers investiga ting his fuel pre trea ter's performa nc e. The

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fuel pre treate r uses a hea t exchang er with a ferrom agne tic pipe inside a

ferrom agne tic pipe with a c entral ferrom agne tic rod in the inner pipe

Adding a ir c auses a partia l oxida tion reac tion w hic h is an exothermic rea c tion tha t c an

provide som e o f the hea t need ed for the stea m reforming rea c tion w hic h is an

end othermic rea c tion tha t releases hydrogen from bo th the wa ter and thehydrocarbon fuel.

A G EET typ e of fue l refo rmer works bet te r with exhaust g ases instead of a ir. The exha ust

ga ses through the rea c tor with fuel and w a ter vapo rs and hea ting the c ham ber on the

outside w ith exhaust bo th provide a ll the hea t need ed for the end othermic rea c tion.

Send ing a ir through a GEET rea c to r c auses a higher tend enc y to eventua lly c log up the

rea c tor with ca rbon d ep osits. Eng ine coo lant is no w here nea r as hot a s the exhaust

gases.

Donato Tom masi's resea rc h

The no t we ll understoo d parame ters tha t mad e Tom ma si's devic e no t wo rk are also

wha t make p eo p le's GEET not work we ll a lso. But I think if the vapors a re we ll elec trified

then it works bette r. And there is som ething spec ial about the type o f elec trifica tion

that g ets intensified by a rapid c hang e in temp erature. When w ate r vapo rs c hang e

sta te rap idly it seems to ma nifest more e lec trosta tic e ffec ts.

Using sea rc h wo rd m agnetized :

http://books.google.com/books?q=steam+electricity+copper+tube+atmospheres+iron

+magnetized 

NYPL RESEARCH LIBRARIES, SUPPLEMENT TO "THE ELECTRICAL ENGINEER,"JUNE 29, 1888.

THE ELECTRICAL PAGE 266

"The Stea m Elec tro M agnet. — Ma ny of o ur rea ders, like us, ma y have been und er the

imp ression tha t — wha teve r be the explana tion of the fac t — a c ore of iron b ec om es

ma gnetized , in som e d eg ree , whe n a c urrent o f stea m is c aused to trave rse w ith

suffic ient ve loc ity a tub e o f c op per, wo und helic ally upo n the c ore. The expe rime ntal

result in q uestion w as first ob ta ined , we und erstood , by M . Tom ma si, and his results were

subseq uently confirmed by M. Thouveno t. A co rrespond ent of I' Elec tric ian now sta tes

that he ha s rep ea ted the e xperiment with an entirely nega tive result, even w ith highersteam pressures tha n ha d bee n mentioned as nec essary. Me ssrs. Tom masi and

Thouveno t have , under these c irc umstanc es, bee n req uested to rend er assistanc e o r

explanation; and the Ed itor of the ab ove -named p ap er is ab out to rep ea t the

expe rime nt for the sa tisfac tion of those w ho a re interested in the question."

PAGE 387- "Steam Elec tro-Ma gnet. — In a no te und er this head ing (p . 266)

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We mentioned that the disc ove ry of M. Tom ma si, said to have be en c onfirme d by M.

Thouveno t, had b een ca lled into que stion by a c orrespond ent o f I ' Elec trician. In the

c urrent num ber of that journa l, a som ew hat unsatisfac tory comm unic a tion from M.

Tom ma si ap pe ars, in w hic h he state s that “ When a c urrent o f stea m unde r a c erta in

pressure is pa ssed throug h a n ' unsoldered c op pe r tube wo und ab out a n iron b a r the

la tter bec om es magnetized .' " This, M Tom masi affirms, "is an indub itab le fac t w hich has

bee n ve rified by seve ra l distinguished persons," amo ngst w hom he m entions MM.

Desa ins, Moigno ,and Parville. It is admitted , however, tha t the expe riment doe s not

alwa ys succ eed , even w hen it is rep ea ted unde r c ond itions ap parently identic al with

those p reva iling when a positive result has been ob ta ined . M. Tom ma si ca n sugge st no

explana tion of this c urious c irc umstanc e, but o bserves tha t the ne c essa ry cond itions

are no t suffic iently unde rstoo d . We ma y presume tha t this ge ntlema n, those a bove -

me ntioned , and M . Thouveno t will ma ke som e end ea vor to ma ke themselves

ac qua inted with these c ond itions; for an experime nt which c annot be rep ea ted is not

sc ientific evidenc e, and a ffords no basis for an a lleg ed d isc ove ry. –End

The key to getting the GEET to wo rk correc tly is to get the vap ors elec tro static ally

c harged up. Using method s like discussed in these o ld sc ienc e p ublications:

The Ed inburgh New Philosop hica l Journal, page 54

The expe riment of Professor Fa raday, on the elec tricity of stea m, from whic h he wa s led

to c onc lude, that no elec tric al developm ent co uld ta ke plac e from the evap oration of

a sa line mixture, and tha t eva poration is not the c ause o f the elec tricity' of the

a tmosphere, tell aga inst the the ory ; but the c onc lusions of Pouillet o n the e lec tric a l

phe nom ena of evap oration a re d irec tly the reverse ;for, althoug h he ag rees generally

with Dr Farad ay o n the p henom ena of the e lec tric ity of stea m, he " has de mo nstrate d

that the c onve rsion o f pure wa ter into va po r, a t any temp erature, is not a ttend ed with

any d isturbanc e o f the elec tric e quilib rium, but tha t va por, rising from solutions,

how eve r we ak, g ives signs of e lec tric ity, varying in kind , ac c ording to the na ture o f the

substa nc e d issolved . From sa line or ac id solutions, the va por c a rries up a c ha rge of

positive elec tricity, and lea ves the solution in a sta te o f neg a tive elec tric ity ;and the rule

was verified particularly w ith reg ard to solutions of sea -sa lt." The experiments of

Armstrong and Pa ttison, on the e lec tric ity of stea m, were w ith b oilers w ithout any

arrang em ent for ca using fric tion, and without reg ard b eing had to the p urity of the

water.

The e xperime nt o f Mr Pa ttison show s the vast q uantity of elec tricity ca rried off b y vapor,

as he says, — " I rep ea ted Volta's experime nt, by plac ing a hot c inde r upo n the c ap of

a g old-lea f elec trom eter, and projec ting a few d rop s of wa ter upo n it, when the lea ves

d iverged strong ly with neg ative e lec tric ity. I ob served that when the c inde r was very

hot, and the p rod uc tion o f the stea m c onseq uently very rap id , the e lec tric ity given out

wa s a lwa ys mo st p ow erful. "I then insula ted an iron p an, 12 inc hes d iamete r and 2

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inches de ep , and a ttac hed to it a p ith-ba ll elec trome ter,2 inches de ep , and a ttac hed

to it a p ith-ba ll elec trom ete r, with ba lls ¡n this of a n inc h d iamete r, and threa ds 5 inc hes

long , and also a ttac hed to the p an a me ta llic wire, the pointed extrem ity of whic h wa s

plac ed ab out -/„ th of an inc h distant from the po int of another wire c onnec ted with

the g round.

The iron p an wa s then filled w ith c inders, very hot, from a w ind-furnac e, and on

projec ting up on them a few ounc es of wa ter, stea m w as evo lved with grea t rapidity,

and at the same mo ment the pith-ba lls diverge d to the d istanc e of a n inc h, and sparks

passed betw een the me ta llic wires. This wa s seve ra l time s rep ea ted ." — (Lond on and

Ed inburgh Philosop hica l Maga zine, 1840, p . 460.) And the expe riment on eva poration

from insula ted and UN insula ted vessels (an a c c ount of w hich I submitted to the

Ashmolea n Soc iety in 1841)* tends to show tha t e lec tricity is a nec essa ry a gent in

eva po ration at mode ra te or low tem peratures.

It is of little conseq uenc e, as reg ards the p heno me non in question, whethe r the va porc a rries off the e lec tricity, or whe ther (as I have e ndea vored , in former papers, to show )

the e lec tric ity c a rries off the vapor ; it is suffic ient to know tha t, during evaporation,

positive elec tricity is ca rried off, and the wa ter left in a neg a tive sta te ; Elec tricity By

Robert M. Ferguson

Chapter: FRICTIONAL OR STATICAL ELECTRICITY. page 73

When w ater is eva porated , it is usua lly found tha t the vessel from wh ic h it is evaporate d

is elec trified , and tha t the va por has the o pposite e lec trifica tion. The e lec trific a tion

apparently depend s upon the na ture o f the othe r substanc es p resent in the wa ter. If it

c onta ins free oxides of suc h me ta ls as pota ssium, sod ium, c a lc ium, the w ater bec om espositively elec trified: if there is a soluble a c id or a c a rbona te c hloride, the w ater is

neg atively elec trified .

When the w a ter is perfec tly pure, it do es not b ec om e e lec trified on eva poration. 64. Sir

William Armstrong invented an e ngine by which e lec tric ity can b e g enerated by the

frict ion o f steam. It c onsists of a boiler on insulating sup ports, which supp lies steam to

tubes whic h p ass throug h a c ond enser, D ( fig . 37), filled w ith c old wa ter. This c ond enses

the stea m p a rtially, and it then esc apes throug h nozzles, A, so fo rme d as to c ause m uc h

friction betw een the esc ap ing stea m a nd the sides of the no zzles. A c om b , P, p rovided

with a series of p oints is p lac ed in the jets of stea m, and c ollec ts the e lec tricity andc onveys it to the p rime c ond uc tor, B. In ordinary c irc umstanc es the p rime c ond uc tor

wa s c harged po sitively and the b oiler nega tively, and large spa rks we re o bta ined .

Fa rad ay investiga ted the ac tion of the Hydroelec tric Ma c hine, and show ed that the

sma ll drop s of w ate r prod uc ed by the p artial c ond ensa tion' we re e ssential to the

p rod uc tion o f elec tric ity: that e lec tric ity wa s due to the fric tion b etween these d rop s

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and the sides of the nozzles, for «" c hang ing the ma teria l with which they we re lined , the

am ount or the kind o f elec tric ity prod uce d wa s c hange d:

when the wa ter wa s ma de a c ond uc tor, by dissolving in it any sa lts, ac ids, &c ., no

elec tric ity wa s p rod uc ed : whe n turpentine o r any fatty substanc e w as ad de d to the

wa ter, the boiler wa s c harged po sitively, the p rime c ond uc tor nega tively: theprod uc tion of elec tricity inc rea sed with the p ressure o f the stea m. A c urrent o f mo ist a ir

d riven through the nozzles c ha rged them neg a tively, but ca rried p ositive to the p oints:

there w as no e lec tric ity produc ed whe n perfec tly d ry air wa s used .

Elements of Chem istry: Theoret ica l and Prac tica l By William Allen Miller

ELECTRIC EFFECTS OF CIIKMICAL ACTION, OF VAPORIZATION. P 359

Elec tric ity of Vapor.—The a c t of eva poration ha s a lso b ee n asserted to b e one o f the

source s of elec tric ity, but the truth of this sta tement is doub tful. It is true tha t if a few

d rop s of wate r fall upo n a live c oa l, insula ted on the c ap of the g old-lea f electrosc op e,the lea ves of the instrume nt d iverge . This, howe ver, is due to the c hem ica l ac tion

be tween the c oke and the wa ter, and not to me re eva po ration; for by a llow ing p ure

wa ter to eva po rate in a c lea n hot p latinum d ish c onnec ted with the electrosc op e, no

signs of e lec tric d isturbanc e oc c ur. Pouillet found tha t on a llow ing a lkaline solutions to

eva po ra te in the ca psule, the elec trosc op e bec am e c harged po sitively; with ac id

solutions, the c ha rge g iven to the elec trosc op e w as neg a tive: but Peltier sta tes tha t

these e lec trica l effec ts ma y neve rtheless be d ue

to frict ion, as they do no t manifest themselves until the liquid is nearly a ll d riven off, and

a c rep ita ting of the sa lt as it d eta c hes itself from the sides of the c apsule be gins tooc c ur. This is c orrob orate d by Faraday's ob servation, tha t if the d ish b e he a ted to

red ness and pure w ater be d rop ped in, so long as it eva porate s quietly in the spheroid

form (198) no elec tricity is deve lope d ; but the m om ent tha t it c oo ls dow n suffic iently to

boil violently with fric tion a ga inst the m eta llic c apsule, the leaves d iverge pow erfully.

Elec tricity is a lso d eve lop ed during the p roc ess of c om bustion; c a rbon, for examp le,

be c om ing neg atively elec tric , whilst the c arbonic ac id is po sitive.

In like ma nner hydroge n in the a c t of b urning w as found by Pouillet to be ne ga tive,

whilst the vapo r prod uc ed by it w as positive. In a c c ordanc e with this ob servation,

Fa raday has explained the d eve lop me nt of elec tric ity by high-pressure stea m, whic h

oc c urs to so remarkab le a n extent und er ce rta in circ umstanc es. This he ha s trac ed to

the fric tion of w a ter ac c om pa nying the stea m a ga inst the o rific e o f the jet throug h

wh ich it esc apes into the a ir. An insulated boiler from which stea m is a llow ed to b low off

a t high-pressure throug h long tubes, in wh ic h a partial condensa tion of the stea m

oc c urs, furnishes, as in the hydro elec tric ma c hine o f Armstrong , exhib ited a t the

Polytec hnic Institution, an a dmirab le source o f high e lec tric p ow er. In this expe riment,

the bo iler be c om es neg ative, the esc ap ing stea m be ing positive. It is remarkab le that

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the p resenc e o f the sma llest quantity of oil or of essenc e o f turpentine in the e xit-pipe

reverses these e lec trica l sta tes. A solution o f ac eta te o f lea d p rod uc es a simila r effec t.

Indee d the purer the w ater tha t is used in the boiler, the bette r is it for these

expe riments, and the mo re un iform re the results. The elec tric c ond ition o f the stea m

wa s found by Armstrong to b e a lso influenc ed by the ma terial of whic h the e xit-pipe

wa s formed ; glass, lea d , co pper, and tin. -End

In simp le definition, the GEET Fuel Proc essor c ould be c a lled a new type of c a rbureto r

with a m inia ture refinery built in. With it, There is no need for ca ta lytic c onverters, smog

pumps and many othe r co stly items on c ars , as the GEET fuel p roc essor is not just a fue l

delivery system it is a lso a pollution e limination unit! Your c a r milea ge w ill be g rea tly

increased if you a re truly consuming ALL of the ava ilab le energy from wha teve r fuel you

ma y be using.

A m od el suitab le for a sma ll two - or four-stroke (lawn-mow er or sma ll gene ra tor)

typ ica lly c onsists of tw o horizonta lly-lying , co nc entric stee l or meta llic p ipes of a bout 50c m in leng th, one inside the o ther. The o uter pipe ha s an inside d iamete r of 25.4 mm,

the inner p ipe an outside d iame ter of 12.7 mm and an inner diam eter of 12.4 mm .

Within the la tte r is a long solid steel or iron b ar, whose d iam eter is 12 mm, tha t doe sn’ t

touc h it, exc ep t a t three solde r points at ea c h o f its extrem ities. Let us c a ll A and B the

two end s of the 50 c m long p ipes and ba r.

The exhaust from the eng ine trave ls

* From A a long the "outer" c onc entric spac e, be tween the two pipe s, to B.

* From there, it is sent b ubb ling a t high p ressure to the b otto m a jug of w a ter with som e

fuel that is vapo rized by the he at.* It is then sent a long the inner pipe, in the thin spac e round the c entral solid stee l ba r,

bac k from B to A, to ne a r the a ir inta ke, where it is mixed with som e fresh a ir.

* The la tte r mixture is input to the m otor

A p reliminary a na lysis of the GEET: Two-strokes are known to be inefficien t a s on ly a

c erta in prop ortion o f the ir fuel is burnt. Their exha ust typ ica lly c onsists of the fo llow ing:

1 - Air som ew hat de pleted in oxygen

2 - Carbon d ioxide

3 - Carbon a nd nitrog en monoxide

4 - Water vap or

5 – Un b urnt vo latile gasoline

6 - Particles of hea vier hydroca rbons, oil and soo t

In the c ase of four-strokes, there a re less of 5 and 6.

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* As the e xhaust first travels betw ee n the "outer" spac e, be tween inner and the o uter

p ipes, it hea ts their surfac e to its ow n te mp erature. In o rder tha t this tem perature is as

high a s possible, the outer pipe should be therma lly insulated w ith a g lass woo l jac ket.

Another c ontribution to highe r temp eratures a t the inner surfac e of the outer pipe

involves the Ranque-Hilsch effect: the exhaust flow should spiral, so that the hotter

c om po nents in the ga s ga ther ag ainst the o uter surfac e w here the stea m is mo re

thoroug hly red uc ed into hydrog en w hile the p ipe surfac e is oxid ized . In turn, the

relea sed hydrog en reac ts with the c arbon d ioxide into c arbon m onoxide and wa ter

(CO2 + H2 >> CO + H2O) at high tem pe ratures, while the stea m c an aga in be reduc ed

by the ho t iron into hydroge n. Provided that the o uter surfac e o f the c oo ler inner tube

c onta ins c a ta lyzers suc h as nickel, a lrea dy a t 200° C, c a rbon d ioxide a nd hydrog en

c om bine into me thane and wa ter (CO2 + 4H2 >> CH4 + 2H2O), the latter of which c an

ag ain be reduc ed at the ho tter surfac e of the o uter pipe . Therefore, both the w ate r

and the c arbon d ioxide are red uce d, the exhaust be c ome s de pleted in ca rbo n

dioxide and enric hed in fuels suc h as c arbon monoxide, hydrogen a nd m etha ne.

* This p retrea ted exhaust bubb les throug h the jug of w a ter and fuel, the la tter rem a ining

a t the top w hen no t misc ib le (gasoline, hea vy fuel or misc ible glyco l a lc oho l, etc ). The

dep th of the wa ter inc rea ses the p ressure in the p rec ed ing red uc ing stag e. Now, along

with som e soo t, hea vy hydroc arbons and unburnt fuel that a re recycled , the c arbon

d ioxide d issolves in the wa ter and is rem ove d from the exhaust so long as the wa ter isn’ t

sa tura ted . To increase the amo unt o f c a rbon d ioxide d issolved , the p ressure should be

ma xima l and the wa ter c irc ula ted . In c ritic a l c losed -cyc le ap p lic a tions, the resulting

c a rbo nic ac id c ould rea c t with a m eta l suc h as zinc or magnesium to release

hydrog en. The resulting c a rbona te a nd hydroxide, as we ll as the reduc ing me ta l of the

inner surfac e o f the o uter pipe c ould then be rec ycled late r by using solar energy.

Ano ther op tion is using som e m ix of p hoto synthetic a lga e in an a d jac ent first stage to

c onve rt the c a rbo n dioxide into oxygen a nd b iom ass, and ferme nting a nae rob ic

ba c teria in a sec ond stag e to generate m ethane a nd hydrogen from the latter.

* The fue l as well as some water is va porized in the bubb ler.

* The c oo led and e nriched e xhaust now travels a t high speed inside the inner pipe , as

the ava ilab le spac e is thin, round the solid stee l ba r. Here, it must b e o bserved tha t

there a re hea t grad ients, as the outer surfac e o f the inner p ipe is hea ted by the

exhaust, while the stee l ba r inside tha t doe sn't touc h it is c oo led by the c oo ler flow ofthe b ubb led exhaust. The Ranq ue-Hilsc h effec t c an ag ain b e used to further red uce

the tem perature round the inner bar. This involves rep lac ing the three extrem ely solde r

points by sma ll solde red c oiled lines of w ire a t the B end of the iron bar.

* Som e o f the previously generate d hydrogen ma y, here a ga in, c ata lytic ally com b ine

with the rema ining c a rbo n dioxide into metha ne a nd w ate r ag ainst the outer surfac e of

the nickel inner tube .

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* Bec ause stee l is ma gnetic and its Curie te mp erature is eve n higher than tha t of the

oute r, hotter p ipe , all the surfac es inside the GEET are microsc op ica lly strong ly

ma gne tized , loc ally, on the leve l of mag netic d om ains of a bo ut 80nm, even if this

ma gnetism isn’ t appa rent m ac rosc op ica lly. How eve r, only the inner stee l ba r is in

c ontac t with a suffic iently coo l flow so it is below the Curie temp erature of the

Magnegas.

As a result, when the m olec ules bounc e a ga inst the surfac e o f the p ipes, they

experienc e a strong ma gnetic field o f severa l Tesla. As R.M. Santilli ha s shown, d iato mic

molec ules suc h as H2 , O2 and CO c an b e m ag netic ally po larized , and m ay a ssemb le

into c lusters tha t this resea rc her c a lls magnec ules. These ha ve a Curie tem pera ture

which is a t about 150° C fo r H2 and CO. The rate of formation o f suc h mag nec ules will

thus be higher on the c oo ler surfac e o f the stee l ba r. The c orrespond ing ma gnetica lly

po la rized ga s is c alled a M ag negas (TM). Bec ause m ost c hem ica l rea c tions involve

polarized mo lec ules wh ile o rd inary gases a re un p olarized , magneg ases relea se fa r

mo re energy than e xpe c ted from the c om bustion o f their UN po larized c ounterpa rts.Also no te tha t, due to the recycling, the O 2 molec ules may pass severa l times into the

ma gne tic ally p olarizing c avity.

MASER em ission migh t a lso oc c ur in this c avity, which might ac c elerate the forma tion of

magnecules.

The rec yc led and e nric hed exhaust thus in the end c onta ins:

* CO , NO, O2 and H2 mo lec ules, the latte r resulting from the red uc tion of stea m o n the

oute r hot stee l surfac e or from b ioma ss rec yc ling.

* Ma gnec ules of the latte r.* Som e metha ne from c a talytic c onve rsion of c arbon dioxide a nd hyd rog en or from

biomass.

* Rec yc led un b urnt fuel.

* Vap orized fuel from the b ubb ler.

* Less CO 2 than in the o rigina l exhaust, at least until the w ater be c om es sa tura ted in the

simp lest d ev ice s. This suggests the imp ortanc e o f inc reasing the p ressure in the b ubb ler.

The m ec hanisms invo lved sugge st an imp rove me nt in efficienc y from :

* Therma lly insulating the outer p ipe .

* Plac ing red uc ing elements a t the inner surfac e o f the outer pipe , with high surfac e

area if in the solid sta te, or as a liquid c irc ula ting b lanket ma intained b y centrifuga l

force s in a rota ting configuration.

* Using sp ira ling vents a t the entry of the exhaust into the c ylindric a l outer spac e, and

c oiled elements at the entry of the b ubb led exhaust round the inner ba r so tha t the

flow sp ira ls and , by the Ranque-Hilsc h effec t, co nc ent ra tes its hot c om pone nts on the

outside and its c oo ler one s on the inside.

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* Using a stee l or a lloy w ith high m agnetic permea b ility a nd sa tura tion, or very pure Iron

for the inner bar.

* Polarizing the fuel in the bubb ler into a Ma gneliquid , and the fresh a ir into a

Magnegas.

* Inc rea sing the p ressure a t the b ubb ler so tha t a ma xima l amo unt of c a rbo n d ioxide is

dissolved.

* Using a me ta llic p ow der of Zinc o r Ma gnesium so tha t the resulting c a rbonic ac id

releases hydroge n a nd c a rbo nate in c ritic al c losed -cyc le ap p lic ations, or a m ultistag e

bioma ss of photo synthetic algae and ana erob ic ba c teria to c onvert the c arbon

d ioxide into o xyge n and b ioma ss and the lat ter into m etha ne in less c ritic a l or fixed

applications.

The c entral iron bar should be a t less than 150° C (the C urie tem perature o f Ma gne gas),

the surround ing c ata lytic pipe at ab out 200° C (tha t c onve rts c arbon d ioxide and

hydrogen into wate r and me thane ), and the outer pipe at yet higher tempera tures.

Ac c ording to the invento r, Mr Pantone, the c entral stee l or iron b a r ac quires an ove ra ll

ma gne tiza tion a nd must a lwa ys be o riented in the same wa y with respe c t to the

ma gnetic north in d evic es whe re it is horizonta l, and simila rly w ith respec t to the vertic a l,

when vertic al.

The energy b alanc e:  

On the minus side :

* The va porized fuel spent (wha tever the a c tua l p rop ortion o f fuel in the bubb ler, whic h

c an b e as low as 20%)

* The stee l or red uc ing a ge nt oxid ized , ma inly a t the inner surfac e o f the o uter pipe

* The meta llic po wd er turned into c arbona te.

On the p lus side :

* The un-burnt fuel and hydroc arbons rec yc led , espec ially for two-strokes

* The un-burnt CO a nd NO rec yc led* The inc rea sed energy released by the use o f ma gnec ules

* The possibility o f using a wide va riety of c hea p fuels

* Dissolved CO 2 c onverted to o xygen a nd b iom ass and then the latte r into me thane

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and hyd rog en in several stag es or into c a rbo nate s and hyd rog en b y a m eta l in the

bub bler itself or som e ad jac ent reac tor.

Any test o f exhaust emissions should take into a c c ount the CO 2 reta ined in the wa ter.

Also note tha t, when this CO 2 is eve ntua lly released in the atmo sphere or rec yc led, one

is left with a b rew c onsisting o f residua l, un-vo latilized fuel, soo t and va rious heavyhydroc arbons, wh ic h wo uld b e idea lly suited fo r rec yc ling in a "Had ronic Rea c tor" into

Ma gnega s. Thus, provided that the ove rall c yc le p roves to ha ve a favo rab le e ffic ienc y,

there might be a synergy betw ee n the G EET and Hadronic rea c tors, as they b oth

involve Ma gnega ses and the w aste from the o ne m ay b e ta ken as starting ma terials for

the othe r.

For mo st tw o-strokes, there should be quite a signific ant imp rove me nt in efficienc y from

the rec yc ling o f the UN burnt fuel alone. For other motors in whic h the re is less of the

latte r, the g a in c ould b e lowe r but still not negligible. Note a lso tha t the M agnega s

produc ed in "Had ron ic Rea c to rs" is unsuitab le for two -strokes, as these req uire a liquidfuel into wh ic h the lubrica ting o il is mixed.

Thus, this system ha s severa l po sitive points. On the other hand , c laiming tha t it runs on

80% of w a ter and 20% of fuel when this is just the p rop ortion tha t is p resent in the

bubb ler whe re the fuel is p referentially va porized by the ho t exhaust, ignoring the

oxida tion of the me ta l in the p ipes and their effec tive lifetime , ignoring the CO 2 

reta ined in the water, espec ially during the first ten minutes a fter sta rt-up , as well as the

liquid wastes tha t a re p rod uc ed whe n me asuring the exhaust em issions and not

me ntioning for how long a spec ific test wa s pe rforme d c an be ve ry mislea d ing, to the

po int of bo rde ring on fraud .

Suggested improvem ents invo lve the use of sp ira ling aerod ynam ic flow s so as to

op timize the tem perature g rad ients a t seve ra l key loc a tions by the Ranque-Hilsc h

effec t (to m inimize the tempe rature round the c entra l iron b ar, and ma ximize it at the

inner surfac e o f the inner and oute r p ipes), therma lly insulating the oute r p ipe,

increasing the p ressure so a s to ma ximize the solution of c a rbon d ioxide in the bubb ler,

and c irc ula ting the resulting c arbonic ac id in a djac ent rea c tors, using a multistag e

c onfiguration o f pho tosynthetic and anae rob ic rec ycling b iom ass to c onve rt it to

oxygen a nd m etha ne o r using a rea c tive m eta l to relea se hyd rog en in ce rtain critic al

c losed -cyc le ap plic a tions. Solar energy c an be used at a late r stag e to release the

oxygen ta ken up by the reduc ing m etal and rec ycle it.

Glass Rea c tor

Demonstrations were g iven in Las Veg as a t the Fitzgera lds Hotel and Ca sino fo r just a 

few memb ers and som e o utsiders of new d esigns and improveme nts of the last few 

mo nths. The c om ponents for the "a ll g lass" 

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GEET made 9 of these g lass reac to rs for resea rc h. They saw little spa rks a long the rod

and a w hite g low 1/2 inc h long a t the rear end of the rod ." It sound s to m e like these

g lass c hambers wo uld be p erfec t for helping us understand wha t's happening inside

the rea c tor, and dete rmine if it's wo rking , how we ll it's working , or why it m ight no t b e

wo rking . For those o f us who a re using m ultiple rea c tors, we c ould use o ur DOM tube

c ham be rs in c onjunction with the glass c ham ber.

WE have g iven reports tha t othe r have ta lked a bout this w ith Paul. A c om pany tested it

and it wo rked . They w anted to see w ha t wa s going on inside o f it. They were ab le to

take rea d ings and ac quire p rop er informa tion from it. They found elec tricity inside o f

the rea c tion c ham be r and w ere ab le to mea sure it. It wa s hooked up the sam e way

eve rything else is hoo ked up . Just no t to the m elting point of g lass! be c a reful with it to

not b rea k it. Bec ause tha t's som ething tha t's defiantly nee ded to b e see n in ac tion.

Tha t's a ll I c an say on tha t.

Nic kel as a c ata lyst for the reac tion

Have yo u hea rd of the Seb a tier effec t? It's to d o w ith using Nic kel as a c a ta lyst basica lly& it further co nfirms my idea of g etting the Rea c tor Rod s Elec troless Nic kel plate d . Have

a loo k at this & see wha t you think. http :// en.wikiped ia.org/ wiki/ Saba tier_proc ess -

http://en.wikipedia.org/wiki/Raney_nickel 

Faculty links

Q a nd A from –the qua nthomme web site 

Resea rch links

To Help Free Pau l Panto ne p lea se v isit - http://www.geetfriends.net/  

http:/ /geet-pantone.com/  

http://freeenergynews.com/Directory/Geet/  

http://www.rexresearch.com/pantone/pantone.htm 

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http://geetpantone.blogspot.com/  

http://waterfuel.t35.com/geet_plasma.html 

Tec hnical support groups 

http://tech.groups.yahoo.com/group/VortexHeatExchanger/  

http://tech.groups.yahoo.com/group/geet-pantone/  

Frenc h tec hnic al support (Translated)

Understand ing o f the p roc ess Pantone  

Bac kground on the engine Panto ne 

In the ge og rap hic supp ort around the eng ine Panto ne 

Videos

Dua l Bub b ler GEET 

http://www.youtube.com/user/downshydrocustoms 

GEET CD Rom Vid eos

GEET 3.5 demo Dual Rea c tor Working .

http://www.youtube.com/watch?v=Lk3pM7Q18ss&feature=channel_page  

GEET 10hp Eng ine

http://www.youtube.com/watch?v=G2w24JRQBlU&feature=channel_page  

GEET c oil

http://www.youtube.com/watch?v=eJ04mwp66Yg&feature=channel_page 

GEET geely Sc ooter

http:/ / ww w.youtube.com / wa tc h?v=gUGZhu3be ng&fea ture=cha nnel_pa ge  

GEET Ge nerator

http:// ww w.youtube .c om / wa tc h?v=oR_Sa0bNEvo& feature=cha nnel_pag e 

GEET Generator2 Demo

http://www.youtube.com/watch?v=oVnvIBbc2ok&feature=channel_page 

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GEET Modified Fuel Injec tor

http://www.youtube.com/watch?v=nbJDPLgDEoU&feature=channel_page  

GEET 1587CC V- Twin Motorcyc le

http:/ / ww w.youtube .c om / wa tc h?v=YA33T0qRlH8&feature=c hanne l_pa ge  

GEET News Clip Mountin Dew

http:/ / ww w.youtube .c om / wa tc h?v=SQ_HOPawSqM&fea ture=c hanne l_pa ge  

GEET 24 HP Power Washer

http:/ / ww w.youtube.com / wa tc h?v=MbPW9YVp6wI&feature=cha nnel_pa ge  

GEET Wooden 4 Barrel Ca rb Dem o

http://www.youtube.com/watch?v=zGnFKqCiV8s&feature=channel_page  

GEET LAWNMOWER WATER POWER HYBRID PART 1 

GEET LAWNMOWER WATER POWER and E86 HYBRID PART 2 

Paul Pantone interview ed about GEET 

Paul Pantone Introd uc tion 

MIT Plasma tron - Princ iples of the Panto ne GEET Devic e 

Paul Pantone Plasma Rea c tor Motor 

Pana c ea-BOCAF GEET Rep lic a tion 

Geet c ar pa ntone setup 

http :// youtub e.com / wa tc h?v=uSiTU5Y1b7U 

http://youtube.com/watch?v=oq6_8Ll2sco  

http:// youtube .c om / wa tc h?v=VlH_mfS-jrc  

French videos

http://nl.youtube.com/watch?v=sq_e0Wqwxn0  

http :/ / nl.youtub e.com / wa tc h?v=YEfWTZfzDUE 

Credits

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The o pe n source energy c om munity

If you a re a b le to c ontribute to this doc ume nt in ANY way, IE- rep lic a tion deta ils, fac ulty

info and or add itiona l data please c onta c t the non profit orga nization.

http:/ /www.panacea-bocaf.org  

http://www.panaceauniversity.org