Dean F. Johnson was born in 1921 and grew up in Belleville, Illinois. After high school he attended South Illinois University. His father, Calvin D. Johnson, Sr., was a general contractor. Dean began working with his father at a very early age. By the time he was fourteen he prepared payroll tax reports and in the summer of 1939 ran a road construction job in central Illinois. Dean's father was a state representative at the time and later served in the U. S. Congress. Calvin Johnson's brilliance and work philosophies has a dramatic effect on Dean and his brothers and sister.
Dean has plaques in his office today that honor his father's philosophy:
"The lives of lazy people are like drifting clouds. They pass but leave no mark upon the earth."
"No man in good conscious can face the setting sun lest in his heart be knows I've made my way and God is pleased, He gave me life this day."
"God gave man two feet. Stand on them firmly and proudly, ever keeping in mind they can lead as well as follow."
The fourth he credits his first grade school teacher with: "You must respect old age and good women, but bend your knee to nothing but the Lord or a groundhog hole."
The three oldest Johnson brothers (ages 21, 22 and 23) served in World War II. The middle brother, Barney, a fighter pilot was killed in July 1943. Cal, the oldest brother, who worked as a combat engineer was crippled in 1943 in a military construction accident and was permanently handicapped. After years of painful convalescence he built a very successful telephone doctors exchange from his bed.
Dean entered the Army Air Force in 1942 and served with the 8th Air Force in England during World War II. When his military service ended he worked for the Air Force for several years. It was here his management and organizational skills flowered. He served in various capacities with the Air Force where he eventually established the maintenance procedures and organizational restructuring that controlled 50,000 maintenance personnel and over 6,000 aircraft. In January 1955, Dean went into the real estate business with an uncle and a year later he started his own company. Leaning on his constructions skills learned while working for his father he was soon developing subdivisions, building homes and apartments.
In 1959 his paternal grandfather died in the old Johnson family home, which had been converted into a nursing home by the new owner. Dean felt the outdated elderly care methods employed by the home made his grandfather's last days miserably unbearable. Dean vowed to build a decent modern nursing home in Belleville, Illinois.
In December 1964 he accomplished his goal and completed his first nursing home. It was a 108 bed home next to the Memorial Hospital, which he sold to the hospital. Dean continued to build nursing homes until 1970 when his eighteen hour days finally wore him down. He had accumulated a considerable amount of wealth and decided to retire.
Dean moved to Florida and occupied himself by playing golf, boating, flying, fishing and traveling. In 1972 he said his father's philosophies caught up with him. He felt he was wasting his life and decided to get back in business. It was then he became involved with Flamex Industries, a company that blended specific hydrocarbons to increase flame temperature of propane and natural gas for steel cutting. The technology fascinated Dean and he was soon back in business.
Mr. Johnson, when did it all begin? That is, when did you become involved in this business and how long did it take to develop RxP? In 1972 I became involved with a company by the name of Flamex Industries. Flamex marketed a product developed by B. E. Etter to the welding supply industry, which was a blend of C5 and C6 hydrocarbons. The purpose of this product was to increase the flame temperature of propane for use in metal cutting and treating. Later we learned to utilize the same compound to change the burn of natural gas giving Flamex Industries a greater market range. This blend concentrated the energy to the primary flame creating a higher temperature available to cut steel and to transfer energy into metal. It all started for me in 1972. The development of RxP technology was not even conceived at that time.
What kind of research went into the development of these hydrocarbons you mentioned?
Well in early 1974, to do more research into the area of changing the flame temperature, we hired Stuart Laboratories in Knoxville, Tennessee, then headed by Dr. Stuart, a chief scientist. Dr. Stuart was assisted by Dr. A. Yokum formally associated with the Oak Ridge Laboratories in the United States atomic energy program. After several months of intense study the scientist found that this new blend could increase temperatures in such as way as to make it transfer into metals more efficiently.
We experimented with blended different hydrocarbons to change a flame's radiance so that energy could be transferred into different materials, depending on molecular structure. This research lead to the technology which Flamex patented. The technology was so intriguing that I decided in 1974 to seek federal funding, which would have allowed me to speed up the research. I personally took Dr. Yokum and Professor Tiffin (a professor of metallurgy at the University of Florida) to Washington, D.C. to make a presentation to the members of the Science Academy. The Academy personnel were extremely interested in this new technology. However, when they informed me that I would have to give up all proprietary rights in order to receive funding from the federal government, I decided not to use funds provided through the Academy and to pursue the research independently.
What happened then?
We continued marketing the efficient metal cutting technique. In 1979, after much research and discussions with researchers involved in the oil business, and with other natural combustion phenomena, I decided to test some complex hydrocarbons to determine their effects on a flame. In so doing, I developed a particular blend through hundreds of test that is the basis of RxP and FXD products. I found by using my compound I could release more energy, increasing the efficiency of the burn and cut the cost of our original product substantially. This product known as Flamex "D" (FXD) is marketed in the steel cutting and welding industry today. FXD makes a "premium propane" to provide the consumer with a higher release of energy for all propane uses and reduce the quantity of fuel needed.
Mr. Johnson, how would you describe RxP?
RxP is a non-carcinogenic liquid hydrocarbon, which when added to gasoline changes the way combustion takes place.
How exactly does RxP work?
In the various tests that we have conducted on RxP, I think Richard Schneider a highly regarded scientists summed it up in his report in 1985 by saying, "The RxP fuel additive contains amongst others, a molecule that is a strong infra-red (IR) absorber. Once in vapor form inside the combustion chamber, it will absorb a large part of the IR radiation that is emitted during the combustion process. IR radiation is absorbed by the filter that RxP provides to the fuel mixture and this mixture is preheated prior to combustion. Thus the temperature of the combusted gas is obviously higher, but also the chain reaction (combustion) is promoted so that a more complete combustion takes place."
Dr. Schneider says the reduction of radiant heat plays a large roll in the success of RxP.
When did Dr. Richard Schneider become involved in your research?
In 1985 I went to Dr. Schneider who was a professor of nuclear engineering at the University of Florida, who now has a laboratory in Alachua, Florida. He has done a considerable amount of research on the product over the years and now agrees that my suppositions and findings are true. We are changing the combustion process and releasing more energy.
With Dr. Schneider we had an independent test run by Orlando Laboratories in Orlando, Florida, showing that in kerosene, with the proper blend, in three of fifteen tests we were releasing as much as 18% more energy in BTU's than listed catalogue value for kerosene. More research will be required to fully explain the results of these tests.
I then decided the best application was to use the product in an internal combustion engine. In answer to your earlier question, this is actually when I decided to develop RxP. It took about six years to learn that it could be done and several more to perfect it.
What happens when radiant energy is reduced?
The engine runs cooler and more efficiently. This also brings us to the reason RxP works. It makes the fuel burn more efficiently by transforming the fuel from a radiant energy source to a kinetic energy source. Let me explain; kinetic energy drives the pistons in a combustion engine; so by transforming the energy from radiant energy, which creates more heat; to kinetic energy, which creates more combustion, we improve performance using the same fuel.
Does RxP reduce emissions?
Yes. All of the tests we have run verify a substantial reduction in exhaust emissions, particularly in high polluting engines. I might add that literally hundreds of thousands of bottles of RxP have been sold in the U.S. Many of the people used the product to reduce emissions. We would know if it didn't work.
How do vehicle owners know their car is polluting?
They can get an emissions test of course. I also have a very simple test that anyone can use to see how bad their car is polluting. Rub the inside of your tail pipe with your finger. If your finger comes out black your car is emitting pollution.
What is involved in getting an EPA test?
A laboratory test is totally something different. State mandated emissions tests are simple in comparison.
In 1985, when I decided I would start utilizing my product in vehicles, after learning that I was getting extra performance, I decided to contact the EPA and have my own test verified using their testing methods. Testing is an ongoing proposition.
I called the EPA and received a list of laboratories, nine in all, that could make the test. I selected EG&G Laboratories of San Antonio, Texas. They ran a type of test to conclude whether the product was really reducing pollution, thus enhancing performance, or whether it had an effect on the engine at all.
The results stand on their own. These tests showed very remarkable reductions in pollution. To summarize the EG&G lab test we showed reductions as high as 37.1% in CO, 22.9% in HC, and 28.9% in NOx. To my knowledge no vehicle additive has ever accomplished this marked reduction in NOx.
Do you mean there is no other product on the market like RxP?
That is exactly what I mean. In this respect, RxP stands alone. This of course is caused by the fact that we reduce the temperature of the engine operation and reduce the amount of nitrates of oxide emitted. High temperatures cause nitrates of oxide.
Were you satisfied with these results?
Yes, but I decided to go further. Automotive Testing Laboratories in East Liberty, Ohio, another EPA approved testing laboratory, conducted the next tests in 1988.
We tested two vehicles, one a 1986 Ford Escort and the other a 1985 Olds Cutlass. These vehicles had totally different exhaust problems and although picked at random they were chosen partly because of these varying problems. The Ford was emitting far in excess of the minimum standards for pollution while the Olds was well within the standards. So the tests were needed in order to find out how these two vehicles would compare. They were conducted under the guidelines of the 511 Test Procedure, recommended by the federal government.
The test at Automotive Testing Labs also gave a great deal of evidence that RxP does reduce automobile emissions. On the vehicle that was meeting EPA requirements we had very minor reductions, although we did have some notable reduction in other areas. We picked up a little carbon monoxide emissions when the engines got a little hotter, which is normal for RxP since we were cleaning out the system, so the average was not quite as low as it would have been if the cars had gone through a test run again some minutes later. Preferably, after these automobiles had operated for a day or two on the product. As you will note these test were run immediately after the RxP was added to the fuel system. We were not aware at the time of how rapidly we started to clean out the engine until we analyzed earlier test done at the Hillsborough EPC. It was then we saw how the product cleaned the carbon out of the engine.
Anyhow, on the Ford, which far exceeded the allowable limits of emissions, we brought the vehicle into total compliance, not only for today's standards, but for the future standards also. So the test was a total success and demonstrated how well the product actually reduces pollution, particularly on cars that fall outside the category where the pollution controls are failing. I might add this test is required by all fifty state attorney generals to make claims of emissions reductions.
Exactly what do you mean by "failing" controls?
Catalytic converters, exhaust systems in general, fuel systems, etc. An automobile ages just like any other machine and in so doing the systems begin to operate at less than 100%. We have a product that can assist those ailing systems and bring them into compliance
Do you feel these tests prove that?
Oh, yes. The technology demonstrated in these tests is a result of an endeavor to show the release of additional energy through a form of technology that has not been utilized in other combustion processes. The suppression of radiant energy and its conversion to kinetic or usable energy for power and heat transfer.
Would you say this product is for people wanting better gas mileage, better performance, or to reduce emissions?
Many people have more interest in vehicle performance that fuel economy. We have many cases in which vehicles were running poorly due to fuel related problems, and by using RxP the vehicle's performance is straightened out. This includes high performance cars as well as compact cars. We can make regular fuel perform equal to or exceed the performance of super premium gasoline, especially reformulated fuel.
What claims do you make regarding RxP?
We claim RxP will increase vehicle performance, de-carbonize the combustion chambers, clean up the exhaust and significantly reduce auto emissions. The amount of gains and savings will vary depending on the condition of the automobile.
Some very big claims. How do you prove this to the average driver?
First, the easiest way to demonstrate more power is to put some RxP in your tank, run the engine for a few minutes (best results are achieved after twenty minutes) then conduct your own test. We stand behind the product 100%. If you don't actually feel the increase then just send the product back and we will gladly refund your money. I can't tell you how many people have called us to say, "hey, this stuff really works!"
As I said before, the amount of increase depends on the engine being treated, but it doesn't take a master mechanic to determine the car has more power. The best judge of that is the person who drives it every day.
A simple emissions test will show what we can do to automobile emissions. Emissions are generated during the burn of the fuel. We literally change the characteristics of the fuel consumption or burn and thus can be more exact in our test and claims.
Based on our scientific test, RxP will reduce carbon monoxide emissions by as much as 70%. Again, the more efficient the automobile the less the results that can be expected. A new car, with all systems at 100%, will emit less pollution than a car that is two years old with those same systems working at 90 or 95%.
What kind of guarantee does RxP have?
100% satisfaction or your money cheerfully refunded. If you don't think this product will work and you would like to prove that it does not, then just try it. Believe me I have made this same challenge to many, many people and I haven't had an unsatisfied customer yet. Everybody here uses RxP. The UPS driver, the people from the business around the area, the used car lots that have heard about RxP here in town. This is just the kind of product that once you try you are hooked. We say it is addictive to automobiles and I think there is more truth in that than we sometimes mean.
Do you need a specific kind of automobile to use RxP?
No. Any vehicle or engine that runs on gasoline or diesel fuel will notice the benefits of RxP. We have specific blends for some engines, like lawn mowers, etc. For those serious about long term care of their automobile, we suggest using RxP right from the day the vehicle is purchased. And also, I can't think of a model or brand of automobile that hasn't tried RxP. It will make any car from a Rolls Royce to a Yugo run more efficiently, save fuel and emit far less pollution.
Mr. Johnson, in your opinion what is the single most important thing about RxP?
We all read the articles about pollution and I feel most people would really like to contribute something in order to bring our ecology back to a more pristine condition. Twenty-five years ago I started working on products that eventually lead me to RxP . While doing so I became concerned about the global ecology. And, although I was told over and over that my products couldn't really do anything, I proved they can. It can be done. We can make a difference and we all have something to contribute.
RxP will change the environment for the betterment of all living creatures. I want to see this product in every automobile in the world. I've given people a reason to use RxP, it cleans up an engine, it saves fuel and gives a vehicle more power. In the mean time it drastically reduces pollution. So you see I have a very selfish reason to get RxP out into the market. Every time someone puts RxP in their gas tank they make the vehicle emit less pollution, which makes the air we breathe just a little cleaner.
I've had a good life. I guess you could say that RxP is my way of saying thanks, here is a little something I'm going to leave for everyone. I hope this makes your life a little better.