Mike Holler
Instead of posting a mere paragraph of boring and meaningless credentials, read Mike's story in his own words:
My first chosen profession was as an auto mechanic. Starting behind a parts counter, I learned everything I could, and never backed down from a challenge. I was the “last resort” guy for drivability problems, ECU/EFI related issues, wiring gremlins, and squeaks & rattles; the stuff typical mechanics hate. I began my Fuel Economy journey in 1991 at the most basic elementary level; tuning the ignition system and carburetor jets & settings for improved fuel economy on my 1971 Dodge. I added an MSD-5 box, played with the metering rod settings on the carburetor, adjusted spark gap on the plugs. Heck, I even adjusted the valves. That gained me a dismal <1 MPG. Later I had a ’70 Plymouth Duster that became a test platform from which I learned much (and achieve much better results).
The Duster received a fresh engine that included a mildly ported cylinder head, 2-bbl carb conversion, Comp Cams 252M camshaft (drastic improvement over stock), increased compression (milled the head 0.100”), and the same MSD-5 Ignition box. I then swapped the 3-speed automatic transmission for a 4-speed manual where 4th gear is OD. Instead of reducing weight, I added every option Chrysler offered that I could get my hands on; power steering, power brakes, fold-down rear seat (from a later model), center console, and so forth (not very fuel economy friendly!).
Due to a twist of events, I found an ad in the back of Popular Mechanix magazine touting “Secrets of the 200 MPG Carburetor”. It was H&A Industries, Bowling Green, MO, operated by Harold Kneiss. Over the course of about 2 years I bought numerous publications from H&A. In the interim, I was a regular at several local public libraries learning everything I could about combustion, gasoline, petroleum, refining, and many other search words. Through H&A, I learned about Charles Pogue, Tom Ogle, Elmer Nay, Arthur Sgrignoli, Allan Wallace, Baldwin, Naylor, and many other inventors. In 1995, on a visit with my father-in-law (who had that new-fangled internet), I found Bruce McBurney and connected with him. I also connected with a life-long friend Grant Goldade. Both of these bonds facilitated a mutual exchange of information that lasted decades.
I built a couple vapor carbs (based on the Nay Box), 2 of which netted around 60 MPG on the Duster. Truth is, they were cantankerous, and I was the only one that could drive them. Some time later I discovered the Power Plate that took the mileage to 44.7 MPG — but with incredible power (like I pulled the old 225 slant 6 and replaced it with a 360 2-bbl V-8) and 100% drivability! My young wife could drive it!! This inspired me to develop the Powre Lynz cylinder head modification (and a few other tweaks). More on that later.
In 1996 my buddy Grant informed me about some guy named Paul Pantone with the GEET Fuel Processor. After much investigation, we (my wife & I) sold an investment property to raise quick cash and invested in Paul as GEET of Pennsylvania. Way too quickly (ouch) I quit my day-job and went full-time GEET. Paul was promising 5 kW Gensets by July and Automotive Retrofits by January. When both dates came and went, and there still was no product, I got more proactively involved. I had my version of the GEET installed on my Duster and achieved an average of around 60 MPG, with a best of 92.6. This (along with many favors) paid my way into the GEET R&D Department in 1997.
We went to Salt Lake City (GEET HQ) in late 1997 to help engineering on the Genset. Within a month we had a marketable model, along with several jigs for manufacturing. We then went back to PA to close up house. When we returned, we found the generator we based our testing & jigs on was no longer available. Instead, a radically different version was handed to me. Within another month, previous R&D was applied to the new platform, jigs were made, and we had a production model. This got me promoted to Head of R&D. Fast forward to April of 1999, I was asked to assume duties as President Pro-Tem of GEET. I held this position until January of 2000 when I officially stepped down. (If you have questions on this, ask during a break.)
Post-GEET, I spent 6 months doing engineering work on a 3-fuel genset; propane, CNG, and gasoline. We then moved to Virginia where my 2nd son was born. For personal reasons, we moved back to PA in July of 2002. Experience with the Nay Box (vapor carb) and GEET on my car suggested that to get better fuel economy, I had to castrate the power output. However, the Power Plate suggested otherwise. For a couple years I kept revisiting this Power Plate in my mind. How could this carburetor-application technology be applied to modern port fuel injected engines?? This birthed the Powre Lynz concept.
On July 3, 2005 I worked my last day as a 1040 employee truck driver and went self employed (which makes July 4 my own personal Independence Day). I opened Powre Haus, my 1-man speed shop. My focus was on head porting, but with an eye towards manifolds, turbos, engine building, and powder coating (and a few other things). I had a special tool made that allowed me to transfer the Power Plate’s effective mechanism (screw threads) to the intake ports on a cylinder head; a 20-pitch screw thread bit that fit my die grinder. Shortly afterwards, I had a new set of tools made that gave me — not only 20-pitch — but also 16- and 12-pitch threads. I discovered I could put the air stream anywhere I wanted it using different pitch threads in the intake ports. I experimented with combustion chamber shapes and textures. I had a regular column on www.Allpar.com/holler. I was getting 44 MPG from vehicles previously getting only 27. One vehicle — a 1989 Chrysler LeBaron with a 2.5 Turbo engine — went from 27 to 42 MPG Hwy, but also went from 156 to 430 HP!!!
In all fairness, the LeBaron was heavily modified. The owner Dez was following a recipe that claimed 265 HP with a stock head, and as much as 360 HP with a heavily ported head. It involved a larger turbo, intercooler, injectors, and some other parts. So in reality, Dez went from 360 HP with the other guy’s port work (according to the recipe) to 430 with mine. That’s still a 70 HP gain over second best. Furthermore, nobody else was getting 40+ MPG with 430 HP on tap! With Powre Haus I was able to test a lot of cool ideas. I developed the concept of port biasing through the port shape, as well as augmenting it with Powre Lynz. I played with the Somender Singh Groove, dimples, radiusing, and other techniques. (Most of this is wonderfully covered in, “Head Porting Secrets — Save Gas and Kick… Butt!”, available through Amazon.com.)
One memorable evening I received a phone call. A somewhat familiar voice identified himself as Dennis Lee. I had seen internet videos of Lee. I got to know a couple folks that had previously worked with him. Based on what I knew about him, I didn’t like him. He said, “We’re trying to launch the Hydro-Assist Fuel Cell — an onboard hydrogen generator system — but we’re having issues with the ECU. A mutual friend of ours not only recommended you, but insisted that I call you. Can you help?”
I’ll condense things here, but he sounded genuine, he claimed he was wanting to help humanity and further God’s cause, and he got me believing he wanted to deliver a quality product that performed. Still skeptical, I told him I would give him everything I was already giving away for free through our FuelEconomyTips.com blog and MPGResearch.com forum. I gave recommendations, told him where to find more information, then said ‘Good Bye’. Days later he called back, had his “technical people” on the line, and asked permission to record the call. I answered all questions to the best of my ability. At the end of the call, he said he wanted to send me a check for my time. I gave him an address, and the check did come. I refused to spend the money until at least a week after the deposit. I knew that it may show up in my account, but bounce. It was good.
A couple weeks later he invited me to New Jersey to get hands-on involved. It seems his ‘technical folks’ didn’t know enough to implement what I freely shared. I bit. Dennis put us (me, my wife, son, and our dog) up in a 4-star hotel. I worked with his team and we made lots of progress. He then hired a local “guru” for a night. This gentleman drove an H3 Hummer with about $250k worth of electronic equipment packed in the hatch. If a shop couldn’t diagnose an issue, they would call him. If he properly identified the problem, they paid the hefty bill. If it was a misdiagnosis, they owed him nothing.
I spent a Friday evening with the Guru, Dennis, and his Team. I was told to ask this guru questions, run my theories past him. He was being well-paid to help me. As it turned out, this guy was paid to do that, but also filter me! Dennis wanted this guy’s opinion of my knowledge and ideas. At the end of the evening, Dennis asked him, “What do I owe you?” To Dennis’ surprise he said, “Nothing. You bought me dinner (pizza), and your guy (that would be me) expanded my horizons. I actually learned quite a bit from him. That education isn’t available anywhere at any price. Thank you for the evening!” I was hired.
The HAFC program ran full-page ads in 13 national magazines. We got hit with technical challenges, and one-by-one began solving them. We didn’t have all the answers, but by golly we were getting them rapidly. Then, the FTC hit us with a law suit. We were being charged with fraud! I remember the preliminary hearing where Judge Shipp asked the prosecutor Josh Millard, “How many claims do you have against the defendant?” After a long pause of silence, Judge Shipp reiterated, “How many claims do you have with the FTC, State Attorneys General, internet forums, or even newspaper articles?” Millard replied, “None, Your Honor”.
I have a hardbound copy of the original response from Magistrate Shipp where the score was 7 to nothing in Dutchman’s favor. Shortly afterwards, we were notified that the primary and secondary transcripts had been corrupted, so Judge Shipp had no other option than to try to recreate the trial — a do-over. However, if either party wanted to alter their claims, or select different expert witnesses, it would be acceptable.
Are we recreating a trial or creating a fresh new trial?!? From what I have been able to research, this trial became the first and only Federal Trail in US history where both the Primary and Secondary transcripts were corrupted! The FTC did indeed select a new expert witness, and changed their claims, but it never went back to trial. According to Lee, he was instructed to “settle”, because if it went back to court, Judge Shipp would ensure Dutchman lost. It was indeed settled. The punch-line from all of this is I became a “Fuel Economy Expert” recognized by the US Federal Court System.
Not long after my involvement with the FTC case (it drug on for way too long), I was approached to provide technical expertise for the Progressive Automotive 100 MPGe $10M X-Prize Fuel Economy Race. I read the rule book and then adamantly turned down the offer; the rules allowed for no winners. Soon afterwards I was approached again and immediately turned down that offer. A bit later I was approached a 3rd time. After saying “No”, he asked why? When I told him about the rule book wording, he said he’d get back to me. When he did, he said that the committee was updating the rule book sometimes twice per day. The current rules didn’t say what I was objecting to. He asked me to please read the latest version. Sure enough, the new rules actually allowed for a winner!
So in 2008 I became the chief engineer for the Liberty Motors Group, Entry #20, 2008 Hyundai Sonata, for the X-Prize 100 MPGe Fuel Economy Race. The car itself is highlighted towards the end of this Manual. Bottom line is we didn’t win. We did achieve remarkable fuel economy from the car, though, with a best of 83 MPG. Roush Labs in Livonia, Michigan certified 42 MPG — still a 40% increase over stock. The enduring effect from this endeavor is that Randy Timmerman (my X-Prize partner) is now one of the principles in Ecoceptor.
While working on the counter-argument for the FTC case, Dennis introduced me to Matt Curtin. Matt has a degree in Environmental Engineering. If he put his name to the information I submitted, it carried more weight in court. Furthermore, Matt actually has a brain, and knows how to use it. He was extremely helpful in creating a defense for the case. Through the process we became best of friends. We created Ecosceptor, LLC (we changed spelling along the way) in September of 2010.
The Ecosceptor concept was, “We don’t make the hardware, we make the hardware work.” We focused on electronic controls that could enable capable combustion enhancers to do their job. At first I didn’t know much about electronics. I learned by doing, reading, experimenting, building, and testing. I bought many books on various related topics. I subscribed to several industry magazines. I joined internet forums. I basically immersed myself in all things electronics.
Initially, our controllers were analog. I took the plunge and learned the BASIC programming language and started to integrate microcontrollers into new designs. As time went on, I learned the C Programming Language, and how to use more complex microcontrollers (Digital Signal Processors), as well as expand my “tool box” with more and more specialty chips. I learned standard practices regarding power supplies, communications, and other disciplines. I went from hand-wiring projects on a proto board to getting PCBs printed of my own design. I went from just using a Scan Tool to being able to design & build my own. These skills enabled me to create some elaborate controllers capable of stretching the abilities (and thus effectiveness) of simple hardware.
The Dutchman experience spurred another friendship with Samuel Burlum. He was probably the #1 Installer and Tuner in the HAFC Program. Post-Dutchman, he acquired marketing rights for the Intercharger — a PCV catalyst device. For marketing reasons he renamed it the Smart Emissions Reducer. I was enlisted to help write technical materials, create and teach the Technical Training Class, write testing protocols, and then carry them out. I was sent to Saudi Arabia twice to work with KAUST University, Jordan 7 times, China 7 times, all over the US and Canada, and Italy. I worked with engineers at the OEM level, PhD’s, and other high-level professionals. I conducted testing with Roush Labs (dyno emissions & fuel economy testing) and FreeCol Labs (atomic mass spectronomy testing).
I won an engineering contract job for a subsidiary of Boeing building 5 assembly line manufacturing machines in Ohio. This introduced me to the world of industrial manufacturing. I worked with Programmable Logic Controllers (PLCs) using Ladder Logic software, 24 volt VREF systems, and 480 VAC high power electricity. I learned a tremendous amount about the complexities of high-volume manufacturing; not only the machinery and controls, but also some of the politics and methodologies.
In 2021 Ecoceptor was chasing improved electrical efficiency with our NRG Amp — 1 unit of electricity performs 2+ units of work. When fuel prices suddenly doubled — and kept climbing — we decided to go back to our roots; fuel economy. The jump in fuel prices triggered the birth of the MPGenie Program.
Essentially, I have over 3 decades of actively pursuing fuel economy; not just as a hobby (which is what it started as), but also in a rather high-level professional capacity.