How Gearing Effects HP from 1-3rd in 727's

I'm interested for sure. Reading David Vizard's book on Holley carbs he devotes an entire chapter to fuel vaporization in the intake manifold and talks about how the ability to turn ALL of the liquid gas into vapor before it is ignited makes a significant difference in HP and overall efficiency. There is a test he does where he compares two identical carbs on the same engine; the carbs are slightly bigger than would normally be used on that size of test engine (I think it was an 850 cfm carb on a mild 400-something-HP 355 Chevy). The only difference was the booster types; one ran conventional dogleg boosters, the other ran annular discharge boosters. On the dyno the engine with the annular booster carb made WAYYY more torque and HP in the lower revs (<3500 or so) due strictly to better fuel atomization from the much higher booster signal and the design of the booster itself in how the fuel is drawn through.

I think a device like the OP is describing could have a huge benefit on engines with single-plane intakes with big carbs and plenum volumes. Like he said himself the major gains are at the low-end where fuel vaporization is harder to control and tapers off as RPM increases; in theory you could basically get back any "lost" low-end power and part-throttle driveability from using a single-plane/tunnel ram intake and big carb for max HP. But I agree, hard to believe without some real evidence and explanation of how it works so I'll be waiting patiently as well to hear back once your patent and legal stuff is squared away.