Fuel Maximizer Testing Protocol Test Procedures for Emissions, Horse Power, and Fuel Efficiency Fuel Maximizer Combustion Catalyst Diesel Fuel Additive Under a Cooperative Agreement With Combustion Research USA
Table of Contents Introduction Page 3 Testing Protocol Page 4 Dyno Testing Chart Page 5 Fuel Mileage Testing Procedures Page 6 Fuel Testing Chart Page 7 Conclusion Page 7
Introduction: Fuel Maximizer is an advanced formula specifically developed to accelerate the combustion rate of hard-to-burn hydrocarbon molecules. It functions by promoting the decompression of the large fuel particles in the flame and thus produces smaller fragments, which in turn are quickly burnt. This facilitates the completion of the final stages of the combustion reaction, thereby producing less soot (unburned hydrocarbons), while virtually eliminating opacity (black smoke) problems. Slagging, fouling and corrosion are also less likely, thereby extending equipment life. Fuel Maximizer fuel additive offers large fossil fuel consumers a simple, cost-effective approach to combat today's high petroleum prices and reduce operating costs, especially where incomplete combustion is a problem. The underlying cause can be high levels of long-chain from catalytically cracked fuels, which leads to loss of ignition or carbon burnout problems, which result in excess soot formation, carbon deposits, black smoke (particulates or DPM), cold end corrosion and fouling with sulfur (sulphur) or vanadium. Fuel Maximizer improves fuel efficiency and combustion efficiency, by liberating more of the fuel's chemical energy, in the flame zone of boilers, or during the power stroke of diesel engines. Soot formation is prevented and less fuel is wasted in the form of particulate emissions. Greenhouse gas (CO2) and acid rain gases (SO2 and SO3), soot (black smoke), carbon build-up and fouling, slagging and cold-end corrosion are all reduced, while engine and boiler performance improves. Turbochargers remain cleaner and require less maintenance. Fuel Maximizer reduces fuel consumption by 5 to 8% across a wide range of fossil fuels and heavy residual fuel oils to intermediate fuel oil blends, refined diesel fuels and gasoline. Fuel Maximizer is effective in diesel engines of all sizes and is used in marine shipping, power generation, mining, construction, ground transportation and wherever high fuel prices or compliance with emissions or opacity regulations is a concern. The benefits of Fuel Maximizer diesel additives were scientifically measured at the Battelle Memorial Institute, in both the United States and in Europe, and by the Southwest Research Institute in the United States. Tests were conducted for Fuel Maximizer and related constituents under controlled furnace, boiler and diesel genset conditions to determine, with laboratory certainty, the effect on the combustion performance of bituminous coal, crude oil, heavy and light fuel oils and diesel fuel.
Testing Protocol for Diesel Engines RE: Fuel Maximizer When testing the Fuel Maximizer Fuel Treatment for Fuel Savings, Emissions, Soot Reduction, Horsepower and more, remember to always set a base line, so your test results can be referenced with some degree of certainty. Fuel Maximizer can be used for many reasons. Fuel Maximizer can help reduce emissions, Fuel Maximizer can be used as a fuel savings method, or Fuel Maximizer can be used as a method for your equipment to run longer, healthier, and stronger. Important: Results may vary due to the equipment condition. It may take up to 3 to 4 tank fills before any indication of change is recognized. We recommend dosing the first initial treatment at an 800ml to 1000 liter ratio and then the recommended 400ml to 1000 liter ratio (30 ml :75 liter) for continued use. Fuel Maximizer is in the fuel system cleaning deposits, hydrocarbons, and more from the combustion chamber, and Fuel Maximizer works slowly to allow a complete and safe cleaning process without damage. Most likely you will see a Bell Curve effect in your testing, which may indicate a slight possible increase in emissions in the beginning of your testing, this is normal in all testing procedures, but will decrease after time with the continued use of Fuel Maximizer. Always shake your bottle of Fuel Maximizer before adding it to the diesel fuel. Once applied to the diesel fuel, the Fuel Maximizer will disperse evenly throughout the tank and or storage options, there is no need for stirring or mixing. Step One: (Make sure to use the charts below to trend and record the data from the Dyno testing) Always set a base line test. Indicate what the fuel mileage, emissions, and or soot levels are, depending on what you re testing for, before the use of Fuel Maximizer is added to your system. Oil Analysis works great for soot indication. When testing for Horsepower, make sure to test for the HP curve and torque curve at the same time. Foot-pounds of torque are very important for this testing protocol. If testing for emissions, always try to use a Five Gas analyzer. This will allow you to check for Nox as well as other harmful gasses and emissions. If you are using fuels from different sources during the test, it is important to use fuel analysis to determine that all test fuels are comparable in quality and performance. This can be done through sophisticated portable fuel analyzers or independent laboratories. When dosing the unit for the first time, you may need to dose a little heavy, depending on the unit. An older unit with miles and a lot of usage will have a harder time cleaning its self compared to a new, refurbished application. The regular ratio is: 400ml to 1000 liter (30 ml :75 liter), but you may want to treat the first application to a 800ml to 1000 liter (60 ml :75 liter)ratio. (Remember removing soot and deposits on an older application will take some time.) Allow the unit to run as normal, Fuel Maximizer is now starting to work by changing the way the fuel will burn inside the combustion chamber. Less API gravity, less Cetane, but a better combination of BTU efficiency and cleaner burning fuel is now present. Allow the unit to digest at least three to four tanks of fuel before testing again. Approximately 4500 miles in an OTR application. This will allow the Fuel Maximizer to start working on the clean up of the solids and deposits left in the engine. When testing for emissions, you will have a bell curve effect starting..an increase in emissions will occur, this has been normal in all testing done, but a gradual drop will be indicated approximately on the third or forth tank full. Now that the Fuel Maximizer has had a chance to work, the testing of the Horsepower and Torque Curve must be tested again. Make sure to use the same RPM range and also the same Dyno testing facility and machine. Make sure to have your base line testing ready for comparison. You will be amazed at the cleaning process you are viewing. In some case studies Fuel Maximizer has reduced emissions up to 56 % and also resulted in a fuel savings of over 11%. Be patient, every test unit is different, so allow a couple of more tank refills if no indication of a change is present. Remember to use the Fuel Maximizer every time you fill up at a ratio of 400ml to 1000 liter (30 ml :75 liter). If by chance the Fuel Maximizer didn t get used in one of the past fill ups, the testing results will be tainted. Re-test the unit for the proper Emissions, Fuel Consumption and or HP and compare to the base line test.the results should provide a great start to an increase in performance and an extended life for you and your equipment.
Table 1-1. Base Line/Fuel Maximizer Dyno Test Parameter Test One RPM Base Line Horse Power Foot Pounds of Torque RPM After Fuel Maximizer Horse Foot Pounds Power of Torque Test Two Test Three Baseline Emissions and Fuel Economy Normalization Procedures Changes to engine emissions or fuel economy resulting from the use of Fuel Maximizer will be calculated by comparing the test results while using the Fuel Maximizer modified fuel with test results while using the baseline reference fuel. Oftentimes, there can be an observed change in engine performance, both in emissions and in fuel economy over time. This is referred to as baseline performance drift. Therefore, analysts must evaluate engine performance with the baseline fuel before and after testing with the modified fuel to determine the overall reference fuel mean engine performance for comparison to the modified fuel engine performance. There are three ways that the emissions or fuel economy changes caused by the modified fuel (and not the baseline drift, if any) can be analyzed: (1) Determine that there is no statistical difference in engine performance with reference fuel from the initial to final data sets. In this case, all baseline data collected with reference fuel is pooled together and compared to the modified fuel data; (2) Compare each individual set of reference fuel data to the modified fuel data to obtain a range of fuel economy changes based on the two data sets; (3) Determine that the two reference fuel data sets are statistically different and cannot be directly pooled. Assume that the change in reference fuel performance from the initial and final baseline tests is the result of a systematic drift in vehicle performance. In this case, all data can be normalized to account for such systematic changes. The normalized reference fuel data is then pooled and compared to the normalized modified fuel data.
Base-1 Base-2 Base-3 Base-4 Base-5 Test Run ID Table 1-2: Normalized Fuel Economy Test Results Without Fuel Maximizer Fuel Economy (mpg) With Fuel Maximizer Fuel Economy (mpg) Standard Deviation Table B-6: Statistical Analysis of Normalized Reference Lubricant Fuel Economy Difference Parameter Value Initial Ref. Lubricant Standard Deviation (mpg) Final Reference Lubricant Standard Deviation (mpg) Mean Fuel Economy Initial Reference Lubricant (mpg) Mean Fuel Economy Final Reference Lubricant (mpg) Change in Fuel Economy (mpg) Change in Fuel Economy (%) Reference Lubricant Test count Total count Degrees of Freedom (Pooled std dev) 2 (Pooled std dev) Critical t distribution value (t 0.025, DF ) Calculated t-test value, t test t test >t 0.025,DF (Is the change statistically significant)? Conclusion: Using the data from the above charts, you now can compare the before and after effects of using Fuel Maximizer Fuel Treatment.