Letter from the Inventor


The Phoenix Fuel converter has been tested and documented by CARB (California Air Resource Board), and their certified labs such as Olsen Ecological Engine Testing Facility located in California, CEE (California Environmental Engineering), and ATDS (Automotive Testing & Development Services, Inc.) also located in California. There has also been in depth analysis and research done by Roland De Marco and Professor Neil J. Gallagher of Webb Institute, located in Glen Cove, New York.

I have been a 30 year technician in the automotive and diesel fields, an automotive instructor in engine and transmission computer management systems, along with complete automotive computer systems specializing in emission control systems and catalyst systems. My ASE test scores were in the top 2% in the nation with my worst test score being a 98%. Arguments with my instructors’ answers compared against mine gave me the opportunity to be involved in writing the latest L-1  (www.ase.com/L1info) with other automotive type mechanical tests for other companies. In 1999-2000 I took 1st place in the Midwest and 3rd in the nation with ACDelco Technician of The Millennium competition. I was the only non-factory trained technician that competed, as well as the youngest at the age of 33, to make the final 7. I was also the only mechanic, multi store manager, shop owner to compete in the top 7. I really understand ECU operations, theories and operation of an internal combustion engine.

One of the biggest problems in designing advertising for The Phoenix Fuel Converter is the true understanding of the people who look at the advertisement. Very few truly understand combustion and even less understand how fuel is made or the chemistry behind it. Even fewer understand catalyst and its effect on hydrocarbon fuels. Even fewer have the time to spend learning such things, so they rely on a professional like myself.

Heating diesel fuel does cause expansion of the fuel. The temperature change that occurs on diesel engines with the Phoenix Fuel Converter is normally less than 10°F from inlet to outlet. The pump that feeds the newer common rail systems creates more of a temperature rise than The Phoenix would ever cause, but because we do cause a slight change in temperature, it is a must on new engines with fuel temperature sensors that The Phoenix is installed before the temperature sensor in the fuel system so the computer can adjust properly for slight change.

The Phoenix Fuel Converter was not designed by a group of chemists and scientists sitting around trying to come up with a way to make money or change fuel. It was designed by a technician/instructor who has proven that devices that just heat fuel will actually reduce the volumetric efficiency of an internal combustion engine, causing reduction in power and efficiency. I was also proving what effects devices such as HHO or Brown’s Gas had. (Separation of water at its gas form. The separation of hydrogen and oxygen that produces a burnable gas.) Production of this gas takes more energy to produce than the energy that can be produced by burning it in an internal combustion engine. At the same time I was also testing for the OEM manufactures, the effects of products such as these, and what effects they would have on oxygen sensors and the NOx sensors that will be coming out on diesel engines in the near future.

On The Chemistry Side of Things:           

Covalent bonds are one of the strongest bonds at the molecular level. The strength of the bond can vary due to the number of positive electrons in one outer ring to negative electrons in the other atoms outer ring (positive and negative attract allowing for the bond to occur). The number of the positive and negative bonds along with the geometric form can and will affect the strength of the bonds.

The use of catalyst, temperature, and what is called The Collision Theory (basically the flow of the fluid) is one of the main ways covalent bonds are broken. Covalent bonds must be broken in the process of taking crude oil and turning it into fuel. In this refining process they use high temperatures of 700°F + with the catalyst. Then the refinery uses a basic distillation process to separate natural gas, gasoline, diesel, etc. The catalyst found in the refineries and the catalyst used in The Phoenix, are the same or very close on the periodic table of elements.

Needless to say, the 700°F + that is used in refineries to turn crude oil into the fuels, we use in our engines, is not advisable. To allow these fuels to reach that type of temperature in any other place besides inside the combustion chamber, would not only be unsafe but would also cause untold damage to an engine.

In actual fuel testing performed by a third party accredited fuel lab located in Texas, gasoline was used in the test. The fact is that no one has created a computer based test for diesel fuel that can determine the actual carbon/hydrogen chain structures with accurate enough results to determine large samples of fuel and the amount of change in the size of the carbon chain structure and the number of open end molecules. (This is where just one hydrogen atom has been removed by the breaking of the covalent bond that held it attached to the carbon atom.)

During the gasoline tests performed in the fuel lab, the same fuel from the same car was used. A stock sample taken before the fuel went through The Phoenix Fuel Converter, and a fuel sample was taken after the fuel had passed through The Phoenix. In the stock fuel sample, C13 and larger molecule chains were very abundant. In the sample taken after the fuel passed through the Phoenix Fuel Converter, C13 and larger molecule chains levels dropped to zero. The only way for this to happen was The Phoenix actually broke down the covalent bonds of molecules in fuel, before they were injected into the combustion chamber. Normally C13 and larger molecules cannot be vaporized until temperatures reach 449°F +. In the combustion chamber, this temperature is not normally reached during critical crank angle in time to vaporize and burn this fuel, so it rarely makes power, these hydrocarbons end up in the exhaust and catalytic converter. We are able to break down these bonds using less activation energy by using catalyst, so this waste now can be used to produce power and reduce emissions.

How It Really Works:

I’m sure if you have taken the time to read to this point, the questions of how catalyst that normally need 370°F +/- to function, are able to do what we are claiming with the coolant only being 200°F. Looking at pictures of The Phoenix, you might think this looks like nothing more than a standard heat ex-changer.

The Phoenix Fuel Converter mainly relies on the heat or temperature of the coolant to be able to create consistency in its ability to take fuel refinement to the next level. The Phoenix Fuel Converter operates at normal engine temperatures ranging from 160°F – 236°F, but as explained later in this letter, the heat only plays a small part in the way The Phoenix operates. The main purpose in using the cooling systems on these engines is for the actual water or coolant flow that occurs through the center tube of The Phoenix Fuel Converter. Lab testing has been done where the catalyst and fuel were taken up to 350°F with no coolant flow and produced very poor results on the changing of the fuel itself. When using the actual engine water pump, the water flow increases as the RPM of the engine increases allowing for The Phoenix Fuel Converter to maintain the same rate of change to the fuel at idle or at wide open throttle.

The truth is that the secret to our product’s function is so simple that when I designed it, I could not believe that people have been working for almost 100 years to figure out what a little common sense, knowledge of catalyst, and knowledge of electricity put together could come up with.

The Phoenix Fuel Converter uses a 304 stainless water tube to prevent any type of corrosion for un-serviced cooling systems. The screening is plated with 5 different catalysts and wrapped around that 304 stainless tube. There is another metal tube used to seal the catalyst chamber. The actual water flow through the coolant tube creates a small static electrical charge. (Water flowing through any metallic pipe or container of such, will create a slight static electrical charge.) In this case, it is less than .250 volts at less than 150 to 250 millivolts but both of these numbers change as the flow of water increases or decreases.

Anyone that has spent enough time studying catalyst will learn that the way to reduce the effective temperature of catalyst is to apply voltage and or current to the catalyst. Here again anyone that has studied the theory of electrolysis, knows that fluids flowing through different arranged metals with opposite atomic charges or molecular charges is basically completing a circuit, in our case, the fuel is completing the circuit. At this point only a small amount of voltage and or current, depending on the amount of coolant flow through the center pipe, can create the needed catalyst reaction to break covalent bonds at as low as 40°F. By increasing the flow through the center tube when increasing RPM of the engine, the static electrical charge created in the center coolant tube increases the electrolysis and the ability of the catalyst. This way the rate of fuel being changed closely matches the demand that the engine needs.

The black smoke from the exhaust pipes of a diesel engine is wasted fuel. It is now being collected in an exhaust filter system or a complete regeneration system. These systems need up to a gallon or more of diesel fuel to burn wasted fuel collected in the exhaust systems, that should have been able to burn in the cylinders. So you are not only wasting fuel in your combustion process but wasting even more to clean up through a regeneration system – that is wasted fuel. Knowing we can use this otherwise wasted fuel in the combustion chamber by using The Phoenix Fuel Converter to make power, and reduce/eliminate particulate matter- seems to make sense.

The Phoenix Fuel Converter is not doing anything to the fuel that the oil companies and refineries don’t already know about or understand. Their problem is that if they refined the fuel to the level that The Phoenix does, the fuel would have no shelf life. Also by the time it was shipped out and pumped into your trucks, it would not be the same fuel as the day it was made, simply because hydrocarbons are constantly recombining trying to make the way back to its natural state of crude oil.

The easiest way to prove what is going on inside an engine is by what is coming out of the exhaust. This is one of the main reasons we recommend a 30 day break in, to give that particular engine a chance to get the particulate matter build up in the exhaust and muffler to clean out. This is also done to give the driver time to realize there is truly a change in the performance, smoke and fuel consumption. This break in period also gives companies that do oil analysis on their equipment, time to see that their oil truly stays cleaner. We have exhaust results from engines with under 1 hour on them after installing The Phoenix and a 40% reduction in particulate matter after running over night (total of 18 hours). Gasoline engines will show response in 100ft or less or before crate engines on dynos reach operating temperature.

Needless to say, for these types of results and changes to occur and the breakage of larger hydrocarbons into smaller hydrocarbons, the idea of not being able to weaken or break covalent bonds must be a myth.

Knowing that most people have never taken the time to even know or understand the functions of vehicles they drive every day, there would not be a lot of people that would take the time to read or understand all of the information or test data on The Phoenix Fuel Converter. Our choice and decision was to put out enough data and information to pique the interest of CEOs that are interested in saving fuel costs for their companies, or reducing down time from exhaust filters and regeneration systems. Our other goals were to also spark interest in those people that are concerned about the air we breathe or possibly reducing the carbon foot print left by our generations.

I personally have spent the last five years trying to disprove The Phoenix Fuel Converter. Outside of improper installation, I have not been able to find anything besides positive results, so I am happy to discuss any and all of our testing. That is why you will find my personal email and cell phone number on just about any information out there.

Scott Taucher

Scott Taucher

Cell: (314)221-5055
Office: (702)632-0655
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Letter from the Inventor

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