Representative Test
Results 
Test 1 -- Race Car
1) Test Description
Sport Car Club of America (SCCA) Class C Sports racer 1310 lbs. with driver Modified two liter Ford Cosworth Engine, 180 hp engine, 125 miles driver in 50 laps (2.5 miles per lap), 140 miles per hour in straights and 60 miles per hour in turns. Braking and acceleration efficiencies are central to obtaining a short lap time
2) Performing Organization
Independent amateur race driver Rick Eichoff
3) Summary of Results
A decrease in elapsed time with a 20% decrease in fuel consumed. After fixing a road holding problem, the racer qualified for the U.S. Nationals with the third highest qualifying speed. A sister car, which produced identical dynamometer results with non-additized fuel, failed to qualify for the Nationals.
The racer also noticed a 30% increase in miles per gallon in the towing vehicle used to trailer the race car to the race track (approximately 100 miles per round trip). The engine was a fuel injected 302 cubic inch Ford V-8 mounted in a large van.
Test 2 -- FUEL INJECTED AUTOMOBILE
1) Test Description
1987 Nissan 300 ZX with Port Fuel Injection with a non-turbo three liter V-6. This 2+2 model had 188,500 miles with the engine that was used in the test. The vehicle was instrumented with a differential, positive-displacement fuel meter for real-time measurement of the fuel consumption in the recirculating fuel supply, and fitted with a stroboscopic outrigger for precise measurement of distance. Also present was an on-board data acquisition system providing fuel mass consumption, distance, speed and time data. Four tests were run with untreated fuel in the morning, and four more were conducted with the additive in the early afternoon. Two of each run were into the wind and two against the wind. A professional driver (trained and certified) released the clutch at 2000 RPM, and applied maximum acceleration to the 5000 RPM shift point. Data were averaged for four untreated fuel runs and four treated fuel runs.
2) Performing Organization
Eggerton, Germeshausen and Grier, Automotive Research Division
San Antonio, Texas
3) Summary of Results
The car used 87 octane Mobil gasoline. The comparison of averages obtained showed that the additive decreased the amount of gasoline required to accelerate to 30 miles per hour by 33%. The additive also decreased the time required to reach 30 miles per hour in first gear by 6%.
Test 3 -- SINGLE CYLINDER ENGINE TEST
This test used a single cylinder, spark ignition, CFR laboratory engine, set for an 8:1 compression ratio using 87 octane Sunoco regular gasoline. Peak cylinder pressure and maximum torque data at a constant speed of 1000 RPM were obtained. Fuel consumption was measured gravimetrically using a standard fuel cart. An electrical torque controller was also used. Manual spark adjustment was made, and there were no tests involving transient accelerations or decelerations since the system did not allow that degree of freedom. Peak cylinder pressures were measured per degree of crankshaft rotation with 500 data points averages per degree. Fuel flow to the float chamber of the carburetor was set using a sight glass.
2) Performing Organization
University of Michigan, School of Mechanical Engineering,
Ann Arbor, Michigan
3) Summary of Results
The untreated fuel knocked at a timing setting of 6 degrees before top dead center (BTDC). The fuel with the additive could tolerate a timing setting of 10 degrees BTDC before the onset of knocking. Peak cylinder pressure at 6 degrees BTDC increased by 6.9 percent. Brake specific fuel consumption decreased by 3.5 percent, and maximum brake torque increased 7.6 percent. No comparative brake-specific fuel consumption data were obtained at 6 degrees BTDC for the untreated fuel, or at 10 degrees BTDC for the additive-treated fuel. Had that been done, an even greater efficiency increase with additive would have been seem.
Test 4 -- TWO STROKE OUTBOARD MOTOR
1) Test Description
A 40 hp Johnson outboard motor was used to propel a catamaran work boat 20 miles down the Ohio River and 20 miles back up the river to the original location. The engine was operated at full throttle for maximum thrust during the entire round trip.
2) Performing Organization
The Inland Water Response Network (owned by GTA)
3) Summary of Results
The round trip while using the additive required one half of the fuel used on the trip without the additive. In addition, there was a reduction in blue smoke emitted by the engine when additive was used in the fuel.
Test 5 -- DIRECT INJECTION DIESEL TRUCK ENGINE
1) Test Description
A Kenworth vehicle with a Caterpillar diesel engine rated at 350 hp (on an engine dynamometer) at 1800 RPM was used for tests on a "Superflow" chassis dynamometer. One roller was used for each axle carrying 4 tires for a total of 8 tires. The engine was a turbo diesel with computer-controlled fuel injection timing and duration. The dynamometer applied maximum load at constant RPM to the point of lugging. The program for vehicle brake-specific fuel consumption compensated for effects of fuel temperature, air temperature and pressure, and some tire slippage.
2) Performing Organization
Alban Tractor Company
Baltimore, Maryland
3) Summary of Results
At a constant speed of 1900 RPM at full load, the use of the additive resulted in an 8.4 percent decrease in corrected brake-specific fuel consumption. Exhaust pressure before the muffler decreased by 26.7 percent and the intake manifold pressure boost decreased by 14.1 percent.
Test 6 -- INDIRECT FUEL INJECTION DIESEL ENGINE
1) Test Description
The engine was a new three cylinder Kubota diesel turning an 8.5 kilowatt generator at 1800 RPM, and running with a constant 3 kilowatt load. Fuel consumption was determined gravimetrically. No temperature compensation of the base fuel tests (cool shade) and the additive tests (hot direct sunlight) was made, thus these results are believed to be conservative.
2) Performing Organization
In-house test by GTA
Manassas, Virginia
3) Summary of Results
At this low lad and constant low speed, a decrease in fuel consumption of 8.4 percent was seen.
Test 7 -- SINGLE CYLINDER DIRECT INJECTION DIESEL ENGINE
1) Test Description
The system was a Yanmar diesel powering a hydraulic pump with and without a constant back pressure applied. A thermocouple was placed near the exhaust valve to permit measurement of the exhaust "stack" temperature.
2) Performing Organization
Inland Water Response Network, Inc.
3) Summary of Results
There was a 35.5 percent decrease in the exhaust temperature (in units of degrees Fahrenheit) under full speed conditions at low load. A 26.7 percent decrease in exhaust temperature was also seen at full speed and full load. Fuel consumption was not determined.
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