3) Testing Procedures
The dynamometer was checked and calibrated. The ISUZU diesel engine (including injectors) was checked. The NOx gas analyzer was checked and calibrated with a standard calibration gas. The TEOM diesel particulate monitor was checked. The auxiliary measuring equipment was also checked.

The test was performed by using available commercial diesel fuel with sulfur content of less than 50 ppm (see results of the fuel chemical analysis in Annex 1) and commercially available diesel motor oil 15W40 of SHPD type. A baseline test to determine the engine fuel consumption and emissions was done prior to adding the additives.

This was performed after running-in the engine for 10 hours in intervals of 5 hours with an intermission after the first 5 hours of engine operation. After completing this engine operation of 10 hours, a performance test was performed at two engine speeds, 5 operation regimes at each speed.

After completing the baseline test, the oil and oil filter were replaced with fresh ones. The fresh oil was identical to the one used in the baseline test, and it was treated with Boron-CLS-Bond™ engine oil additive at the ratio of 1:10.

In accordance with the customer instructions, the oil additive was added to the warm oil (oil temperature was about 60C) by the representative of Logus Ltd. After the engine running-in for 10 hours with an intermission after the first 5 hours, a similar performance test (like the above mentioned baseline test) was performed at the same engine operation regimes. After the first 5 hours of engine operation, the fuel consumption, PM and NOx emissions were measured at only two different engine operation regimes.

After completing 10 hours of engine operation with treated oil and appropriate performance test, the diesel fuel was replaced by the same diesel fuel, treated with Boron-CLS-Bond™ diesel fuel additive (FA). A technical description of the additive, as it was provided by the customer, is shown in the Annex 3 to this report. The duration of the test with additized fuel, was 30 hours as follows: the initial 10 hours with treated diesel fuel at a ratio of 1:500, and the latter 20 hours - with a fuel additized at a ratio of 1:1000. During these 30 hours of engine operation, the same short performance test (like above) was performed four times (after 5, 15, 20 and 25 hours of engine operation) at two different engine operation regimes. After 10 hours (with a fuel additized at a ratio of 1:500) and 30 hours (with a fuel additized at a ratio of 1:1000) of engine operation the same complete performance test was performed at two engine speeds and 5 operation regimes at each speed. The detailed test program is provided in Table 1.

The engine oil filter was replaced by a fresh one twice: before the start of the work and after completion of the baseline test. During performance tests on each of the engine operation regimes, the following main parameters were measured: engine speed, engine power, fuel consumption, concentrations of PM and NOx in the exhaust gases. Based on fuel consumption and power measurements, values of specific fuel consumption (sfc) were calculated for each tested engine operation regime. Many other parameters were also measured, like the temperatures of the: engine oil, cooling water (inlet and outlet), exhaust gases, etc.

At each operation regime, measurements were repeated at least three times, in order to ensure repeatability of obtained results. The measured values of engine power were corrected to the reference atmospheric conditions according to the ISO Standard 14396.

4) Test Results
The values of the engine parameters, as were measured during the performance tests, are presented in Table 2. As can be seen from the Table, values of the lubricant and coolant temperatures at the same operation regimes were kept constant (within ±1C), in order to allow an appropriate comparison of specific fuel consumption and emissions Additives effects on the specific fuel consumption are shown in Fig. 1 for the engine speed of 1500 rpm and in Fig. 2 - for the engine speed of 2300 rpm.

Additives effects on the NOx emissions are shown in Fig. 3 for the engine speed of 1500 rpm and in Fig. 4 - for engine speed of 2300 rpm.

Additives effects on the PM emissions are shown in Fig. 5 for the engine speed of 1500 rpm and in Fig. 6 - for engine speed of 2300 rpm.

It should be noted that after additizing the diesel fuel by the Boron-CLS-Bond™ fuel additive at the ratio of 1:500 and running-in the engine for the first 10 hours, reduction of the fuel flow rate through the fuel pump was observed. Such a reduction could influence the specific fuel consumption in diesel engines of the type tested; therefore, it was decided to replace the fuel filter before the performance test. This action led to the recovery of the fuel flow rate through the fuel pump and, therefore, allowed continuation of the tests. The most probable reason for the fuel filter plugging is deposits that have been cleaned-up by the fuel additive, which has detergent properties (see Annex 3), and blocked the filter.

Fig.1 shows that at the engine speed of 1500 rpm, oil additizing by the Boron-CLS-Bond™ oil additive leads to a reduction of specific fuel consumption in the whole tested range of operation regimes by 3 - 7% compared to the reference case. Oil additizing resulted in sfc reduction also at engine speed of 2300 rpm, by about 2% - see Fig. 2. The main reason for the higher engine sensitivity to the anti-friction additive at lower speeds is, probably, the prevailing rise of pumping losses with the increase of engine speed compared to friction losses. Further fuel additizing by Boron-CLS-Bond™ additive with a treatment ratio of 1:500 resulted in fuel economy improvement of 5 - 10% at 1500 rpm (Fig.1) and 3 - 5% at 2300 rpm (Fig. 2). Fuel economy improvement did not change significantly after reduction of the treatment ratio to 1:1000: 6 - 9% of sfc reduction at 1500 rpm and 3 - 5% at 2300 rpm.

The analysis of additives effects on the NOx emissions (Fig. 3 and Fig. 4) indicates a tendency to reduction of NOx concentrations in the exhaust gases with fuel additizing by the Boron-CLS-Bond™ additive. The most pronounced reduction of NOx emissions was achieved after 30 hours of engine running-in with additized fuel and treatment ratio of 1:1000: 13 - 30% at engine speed of 1500rpm and 4 - 15% at engine speed of 2300 rpm. The main reason for NOx emission reduction is, probably, the increase of the fuel octane number, as a result of fuel additive use - see Annex 3. Oil additizing does not lead to any significant change in the NOx emissions of the tested engine.

As mentioned above, additives effects on PM emissions are shown in Fig. 5 for the engine speed of 1500 rpm and in Fig. 6 - for engine speed of 2300 rpm. It can be seen from these Figures that more or less significant PM emissions were observed only in the most loaded engine operation regimes that were tested. So, comparison of additives effects on PM emissions seems to be reasonable only at highest measured loads. Such a comparison shows that oil additizing leads to the reduction of PM concentrations by up to 40% at the engine speed of 1500 rpm, and about 20% - at the engine speed of 2300 rpm. Fuel additizing enabled further reduction of PM concentrations: about 50 - 58% at engine speed of 1500 rpm, and about 25% at engine speed of 2300 rpm.

5) Conclusions
The test results clearly show that oil additizing by the Boron-CLS-Bond™ oil additive leads to a reduction of specific fuel consumption in the whole tested range of operation regimes by 2 - 7% compared to the reference case Further fuel additizing by Boron-CLS-Bond™ additive resulted in fuel economy improvement compared to the reference case: of 5 - 10% at 1500 rpm and 3 - 5% at 2300 rpm.

The test results show some tendency of reduction of NOx concentrations in the exhaust gases with fuel additizing by Boron-CLS-Bond™ additive. The most pronounced reduction of NOx emissions was achieved after 30 hours of engine running-in with additized fuel: 13 - 30% at engine speed of 1500 rpm and 4 - 15% at engine speed of 2300 rpm. Oil additizing does not lead to any significant change in NOx emissions of the tested engine. Oil additizing resulted in the reduction of PM concentrations by 20 - 40%, depending on the engine speed. Fuel additizing enabled further reduction of PM concentrations: about 50 - 58% at engine speed of 1500 rpm, and about 25% at engine speed of 2300 rpm.

Annex 2: Engine oil additive description
BORON-CLS-BOND™ ENGINE TREATMENT

DESCRIPTION:
Boron-CLS-Bond™ Engine Treatment additive is designed to extend the life and operating range of your engine. It blends with your existing engine oil and contains boron-based components that protect vital working parts from friction and corrosive elements.

Boron-CLS-Bond™ Engine Treatment actually forms a near-diamond hard surface on metal parts, providing a super-slick surface. The new surface also blocks oxygen to prevent corrosive activity. This micro-layer of protection is bonded to metal surfaces with strong covalent and ionic bonds. It provides long-lasting, low-friction surface impervious to most contaminants.

USAGE:
Boron-CLS-Bond™ Engine Treatment works with any four-cycle engine when added to the crankcase oil at a 1:10 ratio. A single pint container treats a normal five-quart crankcase.

APPLICATIONS:
All internal combustion, four-cycle engines of any horsepower can benefit from this one-time treatment.

SPECIFICATIONS:

Annex 3: Diesel fuel additive description
TECHNICAL BULLETIN
BORON-CLS-BOND™ DIESEL FUEL AND SYSTEM TREATMENT

DESCRIPTION: MSDSL
Boron-CLS-Bond™ Diesel Fuel Additive is a formulated additive for ULTRA low-Sulfur diesel fuels (Sulfur has been reduced from 500PPM to 15PPM). The product provides greatly enhanced lubricity to low sulfur diesel fuel because of an active chemical process which creates a micro layer of extremely low friction film. Cetane number in typical Ultra low sulfur diesel fuel is improved by 8 to 10 numbers; in addition Detergency, Corrosion protection and Fuel stability are improved. Reduced starting time, reduced injector pump wear, and Lower emissions and fuel consumption are byproducts of these features. Designed to protect injectors and pump with a Boric Oxide surface, producing under 0.01% friction coefficient.

Diesel Fuel Treatment
Today's low ultra sulfur fuels (15ppm) may cause premature pump and injector damage or failure resulting from the lack of lubricity which sulfur provides, also expect a drop in fuel economy of 1/2 MPG and power loss. The Hydrated Boron Molecules in the diesel fuel treatment provides a surface friction coefficient less that 0.01% while it protects 100% of the fuel system from the adverse affects of sulfur, corrosion and carbon. Any carbon or varnish deposits are permanently removed allowing for the highest injector performance.

The Cetane number increases 8-10 numbers for higher performance during ignition. Associated with higher Cetane fuels are easier startups, enhanced driving performance, better fuel combustion and less noise. Today's engines are designed for 50 Cetane fuel and anything above that is usually a waste, at a level of Cetane 40, delayed ignition, noise, and fuel and power loss occur.

Deposit control is a crucial part of brand differentiation strategies designed to enhance diesel engine performance and reduce emissions. Efficient operation of diesel engines depends on proper operation of the fuel injectors, so control of deposits in this critical area is necessary to ensure optimum performance, minimize fuel consumption, and control engine smoke.

Chevron Benefits
  • Eliminate diesel knocks and rough starts
  • Easier cold starts at low temperatures
  • Maintain the correct pressure rise rate in the combustion chamber
  • Permanently remove any carbon, coke or varnish buildup
  • Less emissions produced
  • Better fuel economy of 5% plus as a result of a shortened ignition delay, surface cleanliness, and lubricity
  • Metal scarring dramatically reduced to fewer than 300
  • Greatest surface lubricity available to ensure the highest performance and component life in the fuel system

USAGE:
Boron-CLS-Bond™ Diesel Fuel Additive may be blended to all diesel fuels. The additive is diluted 1000 to one in the final mix. Thus, one 55 gallon drum treats 55,000 gallons. One gallon treats 1000 gallons, one quart treats 250 gallons and one pint (16 0z) treats 125 gallons. One liter treats 1000 liters, one drum (208 liters) treats 208,000 liters and 16 0z treats 473 liters.

SPECIFICATIONS:
 

PACKAGING:
Quart Liter
55 gal drum 208 Liter drum

This diesel fuel additive complies with Federal UTRA Low Sulfur content requirements for use in motor vehicles and may be used in 2007 and newer model years. 

Registered with EPA as a fuel additive-#1899-0001 per 40CFR 79.24