Fuel Efficiency Additives
Clean Boost Maxx™: Save Cost & Reduced Emissions
Clean Boost Maxx™ Is a super concentrate combustion improver, specially formulated tomaximize both performance and fuel economy. Enjoy the extra horsepower and increase in fuel economy. Clean Boost Maxx™ will allow your fleet to save operating costs by reducing emissions, increasing fuel economy and providing cleaner equipment.
Clean Boost Maxx™ Can be used with #1, #2 diesel and gasoline at a ratio of 1:4000 dramatically reducing the excess air requirements.
Clean Boost Maxx™ Will increase combustion efficiency by reducing fouling and corrosion thereby improving heat transfer, extending equipment life, reducing maintenance costs and minimizing interruptions of equipment operation.
Clean Boost Maxx™ Environmental benefits all types of combustion applications by promoting the combustion of the carbon particles (soot) and condensed tar from the incomplete combustion of untreated fuels.
Clean Boost Maxx™ Is effective in industrial boilers and 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 regulation is a concern.
Clean Boost Maxx™ Can be used with all grades of diesel fuel, JP8, kerosene and gasoline. Fuel treatment includes better engine performance, extended equipment life and reduced maintenance costs.
Clean Boost Maxx™ Reduces fuel consumption by 3 to 5% across a wide range of fossil fuels.
Clean Boost Maxx™ Reduces greenhouse gas (CO2), acid rain gases (SO2 and SO3), soot (black smoke), carbon build-up, fouling, slagging and cold-end Corrosion. All are reduced.
Testing of CB
Southwest Research Institute – SAE J1321 Fuel Consumption Test Evaluation of a Diesel Fuel Additive Product
At the request of Combustion Technologies, the Southwest Research Institute (SwRI®) Fleet and Field Evaluations Section conducted fuel consumption tests utilizing three class-8 diesel trucks. Fuel consumption was measured during a baseline segment with commercially available #2 diesel fuel. The purpose of the program was to determine possible fuel savings benefits of a diesel fuel additive product, Clean Boost™, added to the diesel fuel compared to the baseline condition.
The procedure chosen for this evaluation was the SAE J1321 "Joint TMC/SAE Fuel Consumption Test Procedure Type II". This recommended practice provides a standard test procedure for comparing in-service fuel consumption of one or more vehicles operating under two conditions. An unchanging control vehicle is run in tandem with the test vehicle(s) to provide reference fuel consumption of one vehicle in two different test conditions.
Clean Boost Diesel™ in Diesel Engines (EPA Registered and Tested)
Clean Boost Diesel™ promotes the combustion of unburnt fuel. There is little effect if the combustion catalyst is used in highly-efficient, well-tuned engines running under laboratory test conditions.
On the other hand, Clean Boost Diesel™ is active and very effective when inefficient combustion occurs, as is often the case in the real world. The inefficient combustion may result from either a poorly maintained (or designed) engine or from the use of poor quality fuels.
In laboratory tests of Clean Boost Diesel™, the engines were run under less than ideal operating conditions to simulate the normal stress placed on an engine under actual field conditions.
Clean Boost has been tested and proven not to affect Cetane or Cetane Index of diesel fuels. Clean Boost is designed to increase the BTU’s of the fuel. When fuels contains more Btu’s they are able to deliver more power per gallon. This is critical to diesel engine fuel economy. The higher the Btu rating a diesel fuel has, the greater power yield per gallon; thus, higher mpg will result. The same principal applies to coal; increased BTU’s of coal creates less ash residue thus a more complete burn of the hydro-carbon. Clean Boost has been shown to stabilize Cetane and increase BTU’s as much as 2250 per gallon of fuel.
Clean Boost Diesel has also been tested for lubricity when using an ULSD Fuel. ASTM D6079 shows a large increase in lubricity and load rate to protect your fueling system as well as the injectors..
Dr. Reuther states on page 15 of the Battelle report on the Evaluation of Clean Boost Diesel™ as a Diesel Engine Combustion Additive:
"The advanced diesel engine used had been designed to minimize particulate emissions and carbon burnout problems. To offset this situation, the diesel test engine was operated at an off-peak load (85 percent), which maximized the amount of particulates it emitted."
Standardized tests were conducted by Battelle Columbus Division in a production diesel engine (Superior Model 2406D/Mitsubishi Model S6U-PTA). This 4-stroke, 6-cylinder, 4300 cubic-inch diesel engine is rated at 1,400 brake-horsepower and 1,200 r.p.m. at full load, but was run at 85% load to artificially create a particulate emissions problem.
The measurable and reproducible results of adding Clean Boost Diesel™ to conventional No. 2 diesel fuel are as follows:
• CO emissions reduced by 10 percent,
• HC emissions reduced by 9 percent
• Particulate carbon reduced by 26 percent,
• Particulate emissions reduced by 43 percent,
• Combustion efficiency increased by 0.4 percent,
• No increase in NOx emissions
With most emission control technologies based on fuel or engine modifications, there is an apparent trade-off between NOx and particulates. The U.S. National Research Council (NRC), considered the magnitude of this trade-off and estimated that a 50 percent reduction in NOx emissions will probably be accompanied by a 30 to 100 percent increase in particulates.
Moreover, the NRC also estimated that a 50 percent reduction in NOx would be accompanied not only by a 30 percent or more increase in particulates, but also by a 50+ percent increase in HC emissions and a 7 percent or more penalty in fuel consumption.
Clean Boost Diesel™ offers a unique, cost-effective means by which to reduce diesel engine particulate emissions without aggravating NOx emissions or diminishing fuel economy.
Unlike most aftermarket products aimed at reducing DPM emissions, but which also impose a stiff fuel penalty (such as particulate filters or traps),Clean Boost Diesel™ actually rewards operators by reducing fuel consumption. Field tests conducted by Ontario Power Generation at the Gull Bay remote generation station confirmed the Battelle results on emissions reductions and also quantified these fuel savings at 3 to 5 percent. The tests involved diesel gensets ranging in size from 130 kW to 250 kW (Detroit Diesel 2-cycle, Caterpillar 3406TA and 3406B) under actual operating conditions over a period of weeks.
In summary, Clean Boost Diesel™ appears to be a viable additive for stationary and mobile diesel engines for both environmental and economical reasons.
Case Study: Carey Salt Mine (Diesel fuel)
The test was directed by Jim Blair, Mine Service Manager, Carey Salt. The Figure, below, presents the effect of product on the carbon emissions from Caterpillar diesel engines. The measurement shows the percentage of diesel particles in the ambient air of the Carey Salt mine at Lydia, Louisiana. The test was conducted by Carey Salt and the US Mine Safety and Health Administration, in Pittsburgh, Pennsylvania. Testing procedures followed the MSHA approved method. The results of the test with untreated fuel are given in yellow shading and the Clean Boost ™ treated fuel is shown in green shading.
The horizontal axis shows different sampling locations, including sampling devices on workers. The first four points are from samples collected in the mine’s exhaust air shaft and, as such, represent the entire mine’s average air quality.
The vertical axis gives the percentage of the total particulate catch that result from the Caterpillar diesel engines. This number is determined by the following procedure:
1. Airborne particulates are captured on a silver oxide surface by drawing a known volume of ambient air over a pre-weighed silver oxide plate.
2. The total amount of airborne particulate matter, expressed in mg/m3, is determined by re-weighing the plate after exposure to the mine’s air.
3. The total particulate contains both carbon based diesel particulate and rock dust from the mining activities
4. Heating the silver oxide plate burns off the diesel particulate. The amount of rock dust is determined by a third weighing of the sample. The amount of diesel particulate is obtained by the difference.
5. Diesel particulate mass divided by dust mass is plotted, as a percentage.
The amount of diesel particulate in the mine is clearly a function of the sampling location. Carey Salt estimates that the reduction in the carbon content of the diesel particulate emission resulting from the fuel treatment ranges between 15 and 30 percent. A weighted average reduction of 21 percent was calculated. Jim Blair mentioned that the miners complained about the excess smoke underground immediately following the introduction ofClean Boost ™. After one day, this disappeared and the mine seemed cleaner to the workers. This increase in carbon emission from “dirty” engines, for a short time immediately following introduction of additive was previously observed in measurement of the soot content of lubrication oils, by Ensign Drilling.
The NOx levels in the mine were reduced from four to two parts per million by the Clean Boost ™ treatment. These measurements were recorded using NOx sensing tubes that give an estimate of the NOx levels.