All test data and results used here are original and reflect the true results of using Cerma with STM-3.
Update: Motor Works llc has regained ownership of Cermatechnology.com and our original tradename of Cermax.
06/08/2010 federal court awards Motor Works llc Cermax trademark, and the url of Cermatechnology.com
after 2 years of legal battle to regain control of the Cermax trademark , Motor Works and Cerma are finally awarded the ownership of both the trademark and the url Cermatechnology.com putting to rest the confusion caused by former distributors of Cermas products sold under the name CERMAX.
STM-3® Based products, utilize a SiC Lubrication Catalyst. STM-3 is not a normal oil additive, nor a replacement for your oil. STM-3 is an advanced metal treatment that protects metal parts within your engine, transmission, gear box, anywhere there is a need for lubrication enhancement and protection. STM-3 is designed to be used on any rigid or semi-rigid surface subjected to sliding, rotating or oscillating harmonic drag/friction. STM-3 is designed to carry loads in excess of 350,000 PSI as well as lubricate at temperatures in excess of 1900° F. STM-3 is a combination of a unique SiC resin and lubricating solids. STM-3 combines the durability of a SiC resin with the lubricity of the SiC lubricant. STM-3 works well in all applications, but is best at high temperatures, high loads and high speeds. STM-3 is fully capable of carrying the load where normal or synthetic lubricants and PTFE additives fail. STM-3 is 100 % solid, clear and acquires a clear SiC finish in use. STM-3 is formulated to provide an approximate cured film thickness of 6 microns or less of SiC coating within the valleys of the metal surface. STM-3 contains no solvents.
This is a view of what metal surfaces really look like under microscopic , left untreated. right example of STM-3 treated
Test sheets show the dramatic effects of using STM-3 on metal surfaces of a gasoline engine. See test data below.
STM-3 has been proven to
All claims are based on five years of independent third party,& real world testing (data available on request if not present on web site) Keep in mind these results are as tested and your results may differ. STM-3 is a SiC catalyst that is embedded 2-6 microns into the sub-surface of the metal of an engine and drive train and will not affect factory clearances, STM-3 will never coat higher than the highest point of existing metal surface. rather STM-3 will fill the valleys of the metal to create a smooth, strong metal and SiC surface.
How does STM-3 work?
What is Cerma with STM-3
Cerma with STM-3 is fluid that once introduced into an lubrication system will perform a series of chemical changes, their by altering the metal surfaces it comes into contact with.
The changes that occur with the use of Cerma with STM-3 products take time to reach final state of protection, although immediate changes are noticed, with time the changes will continue to improve until final state of Cerma SiC coating is achieved.
What is Cerma SiC ?
Silicon Carbide, Chemical formulation SiC
Silicon Carbide (SiC) was originally produced by a high temperature electro-chemical reaction of sand and carbon.
Silicon carbide is an excellent surface protector. The material has been developed into a high quality technical grade SiC with highly beneficial mechanical properties. It is used in refractories, SiCs, and various high-performance applications. The material can also be fabricated into an electrical semi-conductor and also has applications in resistance heating, flame igniters, and electronic components. Structural and wear applications are constantly developing and seemingly endless. Key properties of SiC include: low density, high strength, low thermal expansion, high thermal conductivity, high hardness, high elastic modulus, excellent thermal shock resistance, and superior chemical inertness. Typical uses of SiC are stationary or dynamic turbine components, seals, bearings, ball valve parts, hot gas flow liners, heat exchangers, semiconductor process equipment, engine components, custom coating for professional racing engines. Silicon carbide is composed of a tetrahedral structure of carbon and silicon atoms with strong bonds in a crystaline lattice. This produces a hardened, durable material. Silicon carbide does not react with any acids, alkalis or molten salts up to 800°C. In air, SiC forms a protective silicon oxide coating and can be used up to 1600°C. The high thermal conductivity coupled with low thermal expansion and superior strength create an exceptional material with thermal shock resistant qualities. Silicon carbide SiCs with little or no grain boundary impurities maintain their strength in very high temperatures approaching 1600°C.
Chemical purity, resistance to chemical attack at high temperatures, and strength retention at high temperatures has made this material very popular as wafer tray supports and paddles in semi-conductor furnaces. The electrical conduction of the material has lead to its use in resistance heating elements for electric furnaces, and as a key component in thermistors (temperature variable resistors) and in varistors (voltage variable resistors). Although the process of producing and coating materials with SiC is normally very expensive
and involves many steps to achieve the final product. Motor Works, Inc. has developed a new process for achieving the same properties of SiC coatings in a simple one-time application. In 2001, Motor Works, Inc. along with its chief chemist John Murray set out to develop a simple chemical reaction to achieve SiC coatings. By utilizing the acids and carbon within the engine oil, Mr. Murray was able to create a SiC coating that is created within the engine without the expense of removing engine components and sending them to a coating shop to be coated with SiC baked coating. After more than 5 years of research and development, Motor Works, Inc. accomplished what was said to be impossible: SiC coatings that are created within the operating environment of the equipment being treated. Thus the equipment operator receives all the benefits of SiC coatings without the high cost.
Note: Although there are others claiming to sell or manufacture the same type of products, please be advised Motor Works, Inc. is the only company offering this SiC coating product called STM-3. Many have tried to duplicate our coatings and have even gone as far as using our test data to represent their products. It took five years of development and a total of nine years to test our product to ensure it would properly work in all environments. Others selling their product and using our data simply read a patent application and assume that they can replicate the same thing? All of the clones that are simply using our carrier chemicals and selling them as "SiC metal coating" are wrong and misrepresenting the product. SiC coatings are not SiC until made into SiC through special chemistry and processes that the clones don't have the know how and/or our STM-3 formulation that is required to achieve the SiC coating within an engine.
COATING PROTECTION ABOVE 1600°F
Normal oils avoid hot metals at approximately 275° F and will oxidize at approximately
375°-450° F. (break down). In contrast STM-3 -treated oil seals and protects metal that the oil comes in contact with, STM-3 deposits a 2-6 micron sub-surface SiC/carbide coating within the metal. The remaining stm-3 treated oil is attracted to the hot metals and will not allow the oil to oxidize until 500--640 deg. F. depending on concentrations of carbon acid within the oil. This feature allows for proper lubrication of hot parts, and ensures that even the hottest parts of the assembly is protected with the proper oil flow/coating.
STM-3 creates a hard SiC finish that survives impact, as well as expansion
And contraction without separating from the base metal / plastic. This
ensures proper protection at any temperature.
HIGH LOAD CAPABILITY PROTECTION
Lubricating pigments are capable of carrying loads in excess of 350,000
PSI. Preventing metal to metal contact, that’s over 20 times the protection of any oil or additive including synthetic oils.
CORROSION AND CHEMICAL PROTECTION
STM-3 is resistant to most chemicals and acids while inhibiting oxidation.
STM-3 products will seal all metal parts with a SiC coating that will Stop the formation of destructive and abrasive carbon molecules. STM-3 will also remove any deposits that have already formed.
CONSTANT OILING SYSTEMS
STM-3 will reduce the formation of carbon deposits as well as stop destructive harmonics. In this respect, STM-3 products far exceed any other lubrication, metal treatment product on the market today
Harmonics within your engine. Every moving assembly produces harmonics.
Like a tuning fork, the rotating assembly within an engine will produce harmonics that will rob the engine of power & efficiency, by causing an imbalance within the moving parts. Harmonics will lead to the destruction of bearings within an engine. Engine harmonics will cause the bearings within the water pump, alternator, a/c, and/or the belt rider pulleys to fail faster than they should. STM-3 products put a marked reduction to the generation of internal engine harmonics. This reduction alone will save on the future repair needs of an engine. In addition, the reduction of harmonics will benefit an engine by way of re-claimed horse power, and decreased fuel demand requirements.
Can STM-3 increase engine horsepower?
Yes! To compare horsepower of an engine with STM-3 , versus the same engine without STM-3 , we have conducted numerous tests these past 5 years, including, for example, a test on a 1998 JEEP Grand Cherokee Laredo 4.0 liter 6-cylinder engine. The engine was measured using a Dynajet Model 248C Dynamometer.
In the first test, 5 quarts of 10W-30 oil were put in the engine without STM-3 . The engine was accelerated from 0 to 5200 RPM and measured at increments of 250 RPM. In the second test, we added 2 ounces of STM-3 to the existing oil, resulting in a STM-3 concentration of approximately 0.58%. Again, the engine was accelerated from 0 to 5200 RPM, and readings were taken at increments of 250 RPM. The test proved an average increase of 8.4 horsepower when STM-3 was added to the oil. Also, the addition of STM-3 increased the maximum horsepower by 4.3 horsepower.
Can STM-3 increase engine compression and fuel economy?
In 2005, a road test on a truck with a Diesel CAT 430hp engine was conducted by the Canadian Hydrogen Energy Company Ltd. The road test simulated normal highway driving conditions experienced by most truck drivers across the United States and Canada. This “real world” test enabled accurate recording of a number of factors including; fuel consumption, mileage, weight, weather conditions, and tire pressure. The use of STM-3 provided excellent results in fuel economy. Within 100 miles of adding STM-3 , fuel economy increased by 16.15%. This result showed that STM-3 had an immediate positive effect on the combustion chamber by increasing compression in the engine and increasing the efficiency of the fuel ignition system.
The best results for a diesel engine do not occur until there is at least 500 to 1000 miles of STM-3 use in the crankcase.
As for gasoline engines, various tests have been conducted that have generated a wide range of results from 3.81% to 47% increase in fuel economy. The car’s make and model, as well as driving conditions and driver’s habits, have caused the increase in fuel economy to vary.
Why is the reduction of vibration and noise in your engine important?
Like a tuning fork, the moving parts within your engine will produce vibrations that create imbalance within the assembly called HARMONICS .Harmonics will rob your engine of power and efficiency by causing an imbalance within the engine.
Engine harmonics will also cause accelerated wear on bearings in your water pump, alternator, air-conditioning, and belt idler pulleys.
STM-3 will reduce harmonics by protecting your engine’s parts from metal to metal contact, reducing wear and will prevent untimely repairs.
Why is the reduction of emission gases important?
In populated regions of the U.S. and the world, gas and diesel powered vehicles are major contributors of pollution as millions of vehicle on the road add up. Pollution comes from by-products of the combustion process (exhaust) and from the evaporation of the fuel itself. These pollutants contribute greatly to the greenhouse effect. Gasoline and diesel fuels are mixtures of hydrocarbons: compounds which contain both hydrogen and carbon atoms. In a “perfect engine,” oxygen in the air would convert ALL the hydrogen in the fuel to water and ALL the carbon in the fuel to carbon dioxide. Nitrogen in the air would remain unaffected.
Unfortunately, the combustion process has not been perfected and gas and diesel engines emit several types of pollutants.
HYDROCARBON (HC) : Hydrocarbon emissions result when fuel molecules do not burn or only partially burn. Hydrocarbons react to nitrogen oxide and sunlight to create ground-level ozone, a major component of smog. Smog can irritate the eyes, damage the lungs, and aggravate respiratory problems. It is our most widespread and intractable urban pollution problem. A number of hydrocarbons are also toxic with potential to cause cancer.
NITROGEN OXIDE (NOx ): Under the high pressure and temperature conditions in the engine, nitrogen and oxygen atoms in the air react to form various Nitrogen Oxides. Nitrogen Oxide, like Hydrocarbons, is a precursor to the formation of ozone.
CARBON MONOXIDE (CO ): Carbon Monoxide is a product of incomplete combustion and occurs when carbon in the fuel is partially oxidized rather than fully oxidized to Carbon Dioxide (CO2). In humans, Carbon Monoxide reduces the flow of oxygen in the bloodstream and is dangerous to persons with heart disease.
Until STM-3 , attempted solutions of these emission problems involved mechanical changes to the internal combustion engine. Catalytic converters and sophisticated emission control systems, as well as tighter tailpipe emissions standards, have improved the control of emissions, but the increase in travel miles has offset much of the emission control progress.
In tests conducted by an independent laboratory, approved by the EPA and California Air Resources Board (CARB), exhaust concentrations of Hydrocarbons, (HC), Carbon Monoxide (CO2), and Nitrogen Oxide (NOx) were measured. Results shown were significant reductions in emissions (see test results).
How does STM-3 protect my engine?
STM-3 will seal all metal parts which will then stop the formation of destructive abrasive carbon molecules. STM-3 also removes existing carbon deposits.
After your initial application of STM-3 , we also recommend that you drive for a minimum of 1000 miles before changing the oil in order to flush out the carbon deposits that STM-3 removed from the surfaces within your engine.
STM-3 will also lengthen the service life of lubricant, so motor oil changes need not be as frequent. After 2-3 oil changes, check the color of your oil (AMBER=continue to use existing oil, BLACK=time to change oil).
What is the STM-3 Nano for?
STM-3 gives you the option of a maintenance dose. We found that excess STM-3 floating in the oil improves fuel economy so when the oil is changed, the extra is removed. After an oil change, some our customers have noticed a slight reduction in fuel economy gained from original Cerma treatment. Due to the variance in fuel economy among vehicles, we are leaving the decision of adding STM-3 Nano ™ entirely up to you.
Does STM-3 work in both 2 and 4 cycle engines?
Yes! In a 2-cycle engine, STM-3 can be added to the gasoline. STM-3 will not allow the formation of sludge and abrasive carbon. STM-3 will restore lost power, while giving protection unmatched by any other oil or oil additives sold anywhere.
We have also tested STM-3 on motorcycles and, as with car and truck engines, horsepower increased and engine performance improved.
ABSOLUTELY NOT! STM-3 is patented new technology that doesn't rely on PTFE’s.
STM-3 has never been known to accumulate and cause engine problems.
Various tests demonstrated the improved lubricating and emission-reducing properties of the STM-3 oil additive. In one test, the coating capability of lubricant including the STM-3 oil additive at approximately 1.25% of the total volume was compared to the coating capability of a mixture of SLICK 50 Advanced Formula Engine Treatment in 10W-30 motor oil and to the coating capability of MOBIL 1 SYNTHETIC motor oil. Pennzoil 10W30, Castrol 10W30, Napa Premium 10W30, Union 76 10W30, Castrol Semi-Synthetic 10W30 and Castrol Synthetic 10W30 motor oils were mixed with the STM-3 , all by weight. Equal quantities of each lubricant were applied to a hot plate (a TEFLON-coated aluminum plate) heated to 350° Fahrenheit (177° C) and angled downward at a 45° angle. Through visual inspection, it was observed that the SLICK 50 engine treatment in 10W30 motor oil and the MOBIL 1 SYNTHETIC motor oil did not adhere to or coat the surface of the hot plate to any appreciable degree and essentially just ran off the hot plate. Through visual inspection, it was observed that the SLICK 50 engine treatment in 10W30 motor oil and the MOBIL 1 SYNTHETIC motor oil did not adhere to or coat the surface of the hot plate to any appreciable degree and essentially just ran off the hot plate.
The test was performed as follows: All the oils were first tested without adding STM-3 . The test was completed with standard oil and runoff was noted. All the test oils were then mixed with STM-3 and re-tested. The results showed marked improvement as to coating properties on the hot plate. An oxidation test was performed in the same manner – a spoon-shaped receptacle was used to hold 2 cc’s of oil above a heat source of 800° F for 2 min. Observation of the samples showed that regular oils oxidized and evaporated within 10 to 30 seconds. The same test was performed with the same base oils, with a proportional addition of STM-3 . Observations showed a significant reduction in oxidation and evaporation of the mixture. In 90% of the tests with STM-3 added, there was no noticeable change of the sample being tested. The remaining 10% (Synthetic oil mix) of the samples that were tested showed a changed 2 minutes into the testing and were found to be a result of wax/paraffin separating from the mixture (it should be noted that the remaining oil remained stable and did not oxidize).
In contrast, visual observation of the surface onto which the STM-3 oil additive was poured revealed formation of a lasting and even lubricant coating thereon. The test was repeated with similar results for hot-plate temperatures ranging from 250° to 500° Fahrenheit (121° - 260° C). The tests demonstrated that the STM-3 oil additive adheres to and coats hot surfaces to a greater degree than does the non-treated SLICK 50 motor oil or the MOBIL 1 synthetic, Napa premium 10W30, Pennzoil 10W30 and 30 wt. and Union 76 10W30 and 30 wt. oil. Napa premium 10W30 did show slight coating prior to being treated with STM-3 , although with the STM-3 added it showed a marked improvement in coating at temp.
The improved lubricating properties of lubricants including the STM-3 oil additive were further demonstrated by comparing the horsepower generated by an automobile engine operating without the STM-3 oil additive added to the lubricant versus the horsepower generated by the same automobile engine with the STM-3 oil additive added to the engine lubricant. In each case, the horsepower generated by a 1998 Jeep Grand Cherokee Laredo (“Jeep”) with a 4.0 liter, 6 cylinder engine was measured using a Dynajet Model 248C Dynamometer.
Five quarts of 10W30 petroleum-based motor oil were added to the Jeep. The horsepower of the Jeep was initially measured prior to addition of STM-3 . In the first test, the engine was accelerated from 0 to 5200 RPMs (Revolutions Per Minute). The absolute barometric pressure was recorded as 29.92 in. Hg (about 100 kPa) with a vapor pressure of 0.61 in. Hg (about 2 kPa). The intake air temperature was measured at 86° Fahrenheit (30° C) and the gear ratio was recorded as 49 RPM/MPH. A Society of Automotive Engineers (“SAE”) correction factor of 1.01 was used to convert the measured horsepower to a corrected horsepower.
A second test was performed on the same automobile by adding 2 ounces of STM-3 to the 5 quarts of engine-lubricating oil, resulting in a STM-3 concentration of 0.58%. The automobile was again accelerated from 0 to 5200 RPM with measurements again taken at increasing 250 RPM intervals. During the second test, the absolute barometric pressure was recorded as 20.92 in. Hg (about 100kPa) with a vapor pressure of 0.61 in. Hg (about 2 kPa). The intake air temperature was measured at 88.8 ° F (31.6° C), and the gear ratio was recorded as 48 RPM/MPH. An SAE correction factor of 1.01 was used to convert the measured horsepower to a corrected horsepower.
The measured and corrected horsepower of the Jeep at various engine speeds, operating with lubricant alone versus with STM-3 oil additive added to the lubricant, is detailed below in Table 1.
In comparing the data in Table 1, it can be seen that the corrected horsepower increased by an average of 8.4 horsepower when the STM-3 oil additive was added to the engine lubricant compared with the corresponding tests performed without the additive. In addition, the maximum horsepower achieved in the tests using the STM-3 oil additive exceeded the maximum horsepower in the tests without the additive by 4.3 horsepower. The test measurements of increased horsepower resulting from use of the STM-3 oil additive supports the conclusion that use of the STM-3 oil additive provides better lubrication of the engine parts.
A comparison of the emissions of automobiles with and without the Cerma with STM-3 oil additive added to the engine lubricant Pennzoil 10W30 was performed using the acceleration simulation mode (ASM) emission test for the State of California . The test results, detailed in Table 2 below, provide the measured exhaust concentrations of hydrocarbons (HC), carbon monoxide (CO), and nitrogen oxide (NOx) gases, which are generally considered harmful. The data in the column entitled "Concentration without additive”, comprise the results for the first test in which no additive was added to the engine lubricant (5 quarts of motor oil), and the data in the column entitled “Concentration with additive" comprises the results of a second test in which 2 ounces of the Cerma with STM-3 oil additive were added to the engine lubricant to result in an overall concentration of Cerma with STM-3 in the lubricant of approximately 1.16% by volume.
1996 GMC Yukon (133,321 miles) Before Cerma After Cerma Total Reduction
1995 BMW 325i (70,329 miles) Before Cerma After Cerma Total Reduction
2000 Jeep Grand Cherokee Laredo (27,845 miles) Before Cerma After Cerma Total Reduction
1988 Dodge Caravan (123,767 miles) Before Cerma After Cerma Total Reduction
These test results demonstrate that use of the Cerma with STM-3 oil additive significantly reduced the concentration of hydrocarbons and carbon monoxide in each case, and significantly reduced the NOx emissions in all but one of the applications. These results support the conclusion that use of the Cerma with STM-3 oil additive improves engine efficiency (i.e. , provides more-thorough combustion of the fuel in the engine), which thereby reduces emissions of hydrocarbons, carbon monoxide and NOx gases.
Use of STM-3 and Gasoline Mixture in a Two-Cycle Engine :
STM-3 was added to gasoline to replace the two-cycle engine oil normally included in an oil-and-gas mixture used with a two-cycle engine. The ratio of gasoline to STM-3 was fifty to one, and no adverse engine effects were observed, in fact it was noted during this test that the engine rpm increased and increased torque noted. Pass through of particulate (oil) through the engine was reduced if not completely eliminated. No oil residue was noted when using STM-3 in place of regular 2 cycle oil as compared to regular 2 cycle oils that were observed to pass through the engine as unburned solids, causing detrimental environmental damage to both land and water, as well as killing any plant life that the solids came in contact with.
When using STM-3 as a 100% product or in aqueous dispersion, the replacement of oil with STM-3 was not considered to be a problem as any of the base lubricant that passed through the engine is not harmful to nature or humans. This test was in fact performed for approximately 200 hours and temperature readings taken on the engine were lower than simultaneous temperature readings taken on another two-cycle engine using the recommended gasoline and oil mixture without STM-3 . The temperature readings were taken using a digital, infrared thermometer. The reduced temperature readings indicate improved lubricating properties of the STM-3 versus two-cycle engine oil.
STM-3 can be premixed with a quantity of two-cycle engine oil before adding the resulting lubricant to the gasoline at the recommended fuel-to-lubricant ratio. Alternatively, STM-3 can be added to the gasoline separate from the two-cycle engine oil to achieve the desired fuel-to-lubricant ratio.
Use of STM-3 and Gasoline Mixture in other Applications
While certain formulations of the present invention have been illustrated and described herein, the invention is not limited to the specific formulations described and shown. For example, although STM-3 is described primarily with reference to its use in forming an additive for motor oil, STM-3 has also been formulated and tested as an additive for power steering fluid, transmission fluid or oil and gear grease. Testing on these various formulations all showed improvement in the lubricating properties of the formulations. Such testing has been performed on water-based lubricants as well as petroleum-based lubricants; in addition, testing was done on a wide range of weights of oil, from 5 to 120 weight oil.
The tests included motor oils from 20 wt to 140 wt oils as well as 10W20, 10W30, 10W40, 20W50. Bearing grease, power steering fluids, axle lubricants from 50 to 160 wt in range were tested, as were spray lubricants such as WD-40™. It was noted that in all testing the addition of STM-3 improved the lubricating features of the products being tested.
When added to WD-40 it was noted that the lubrication feature of this product was marked when tests of a mixture of STM-3 and water were performed and tested head to head with WD-40 spray alone. Tests included lubricity, staining, water resistance, and longevity [WD-40 was applied to a test hinge mounted to a metal doorplate]. WD-40 applied as directions required, coated the hinge with an oily coating that reduced squeaking. Further, the use of this product caused permanent staining on the metal plate. When flushed with water (with water hose) the product repelled the water and staining remained. We repeated the test with a solution of 25% STM-3 and 75% water by volume. The STM-3 mixture also coated the hinge and metal although the water evaporated and no noticeable staining occurred. After the mixture was dry and water was applied the lubrication of the mixture continued.
During all testing there was a marked improvement with each and every test and base lubricant used. The addition of STM-3 when mixed and used without the addition of a base lubricant worked equally well across all tests performed.
Use of STM-3 in the crank case oil of the motor of an airplane:
Plane: Piper Cherokee 140 (PA-28 140
2-Year Test Results
Test Engine: LYCOMING MDL#0-320-E2A
The test was performed on a piper Cherokee 140 : PA-28-140) airplane. The plane was purchased on December 1, 2003 in Dallas, Texas. At the time of purchase, the engine logs reflected 1,850 hours of engine operation since its last engine rebuild/service (Factory recommends rebuild at 2000 hour intervals). Upon inspection, the engine showed signs of oil being bypassed from the engine crank case (blow by) and dumped out under the plane, leaving severe oil coating under the belly of the plane. The plane was then flown to California and took 15 hours. During this flight, all vital stats were watched closely. The following items were recorded during the flight: oil consumption, fuel consumption per hour, engine performance, and head temperatures.
Flight Data :
Performance: Noted as (POOR) climb out 500 ft per min. Max. at 80 knots
Oil consumption = 15 quarts per 5 hours engine time at cruise speed (60% power)
Fuel consumption = 15-17 gallons per hour
Engine head temperatures at 10,000 ft at 60% power = 190-240° F
Log book reflects last compression check to be #1 cylinder = 74/80, #2 cylinder 72/80, #3 cylinder = 70/80, #4 cylinder = 72/80 (Compression Test Data based on a differential leak down test as prescribed by the manufacturer)
Upon returning to California, the plane was serviced and received an oil change. The oil that was drained from the engine had been in service for over 15 hours. The drained oil appeared very dirty and extremely dark (this oil had also been mixed with new oil from the trip back — over 30 quarts). Upon inspection of the filter media it was found to contain an unacceptable amount of metal deposits, indicating excessive bearing wear.
New oil (Aero Shell 1004wt) was added, the filter replaced, and 1 oz of STM-3 was added to the crankcase. The engine was operated for ten hours and another oil change/filter replacement was performed. This oil change was to help flush out any contaminants/ debris that were still present from the first oil change. New oil (Aero Shell 100wt) was added, the filter replaced, and another l oz of STM-3 was added to the crankcase.
The plane was operated in normal flight conditions for approximately 12-15 hours of service. At this time, a visual inspection of oil showed very little oxidation. Fuel burn was noted and reflected an hourly burn of 5.5 gallons per hour (within the pattern and during level flight at 60% power). Oil consumption had been reduced to almost nothing and no additional oil was required after 15 hours of service.
Post-STM-3 data :
Performance: Very good for age. Normal climb out 800 ft. + per min. 84 knots. no flaps
MAX = (Normal day, pilot and 350 lbs Fuel, 1700 ft. min. Max at 64 knots, 10 deg. Flaps)
Oil consumption = 1 qt per 25-30 hours of service (cruise speed / 60% power or better)
Fuel consumption = 5.5 - 6.4 gallons per hour
Engine head temperatures at 10,000 feet at 60% power = 140 — 160° F (*180° F noted on climb out of 800 ft per minute to a ceiling of 10,000 ft.)
Compression check: 1 year later with no mechanical repairs noted) as follows: #1 cylinder = 78/80, #2 cylinder = 78/80, #3 cylinder = 78/80, #4 cylinder = 78/80 (Compression Test Data based on a differential leak down test as prescribed by the manufacturer)
Test above (post-STM-3 ) was performed at the airplane’s annual inspection. All tests were performed by a licensed FAA-certified mechanic. The compression test showed a reading better than any log entry prior to my purchase including when engine was new. At the time of the test, the engine had 2,430 hours of service since its last rebuild (430 hours more than recommended by factory). The mechanic noted that the engine was functioning at or above the plane’s factory specifications.
The conclusion of this airplane test over a period of approximately two years is that the addition of STM-3 into the engine yielded a marked improvement in performance; a significant reduction in oil consumption; increased horse power that allowed the plane to climb at rates of 30-45% greater than factory-rated specifications for this specific airplane. It should be noted that the engine, after STM-3 treatment, also showed smoother accelerations and reductions in vibration, harmonics, and engine noise levels.
DIESEL TRUCK SMOKE TEST - OPACITY
J.L. John Services, Inc Meter Mfg: Red Mountain Engineering, Inc.
Year and Make:
Year of Engine:
1992 Model # Smoke Check 1667
COUMMM Software Version: 3.69C
Engine HP: 350 Vehicle Inspection OK
BASELINE TESTED AFTER STM-3
TESTED AFTER DRIVING 15 MILES WITH STM-3
TESTED AFTER DRIVING 100 MILES WITH STM-3
This test is currently being used for measurement of particulate in diesel trucks’ stack exhaust in California. The equipment consists of a telescopic pole (9-12 ft) with one end consisting of a triangular shaped apparatus that houses a laser/optical measurement device. The measuring device is attached to a hand-held computer and a recording printing mechanism. A bung protruding from the measurement device is placed directly into the exhaust stack allowing the triangular housing to rest above/across the exhaust pipe opening. The measurement device measures smoke/exhaust across two points using laser light refraction. The truck is in idle and the first measurements are calculated. The tester, in the cab of the truck, steps on the accelerator and holds it down at set RPM's for a set period (approx. 5 seconds). This test is repeated and measured several times as the handheld computer instructs the tester along the way. These measurements are recorded and calculated in a report. This calculates the particulate/opacity of the diesel exhaust under load.
The third test --driving the truck for 100 miles – yielded even better results. Between tests, the measuring device was used on two other trucks and calibrated to insure the accuracy of the device. The readings indicated that after 100 miles, 100% removal of the diesel exhaust particulate had been achieved.
Testing the waste gas emissions of a Jeep Cherokee
1. Distance and Time of Trips should be within 0.5%
2. Variable variations
between Base Data and other trip data collection sessions may affect analysis/conclusions
3. All data to be recorded in appropriately bound Log Book
CONCLUSION FROM TEST RESULT :
The test conducted by Canadian Hydrogen Energy Company Ltd. is an on-the-road test that simulates normal highway driving conditions experienced by most truck driving fleets across the United States and Canada. The `Real World' test enables accurate recording of: fuel consumption, mileage, weight, weather conditions, tire pressure, driver factor, and a predetermined route.
The use of the STM-3 resulted in significant increases in fuel economy. After driving a mere 100 miles after adding STM-3 , fuel economy increased 16.15%. These results indicate that the STM-3 has an immediate effect to the combustion chamber, providing better compression in the engine and increasing the efficiency in the fuel ignition system. (It should be noted that using STM-3 in diesel engines does not show full results until 500 to 1000 miles of use. This test data is based on only the first 100 miles after introduction of STM-3 ).
STM-3 Products are used in many areas of commercial applications
Photo's below show a recent treatment with STM-3 products, in a genset on a oil rig.
It took about 10 minutes of running until the entire rig realized that something had changed,
The engines shown below began running much smoother,with a reduction in vibration of 50- 70%.
The engines treated were brand new. This shows that even new equipment can benefit from STM-3 products.
at 250 N. Nash Street in El Segundo, Ca. 90245 is performing the tests for presence of the additive in/on the surface of the cylinder block halves, rod caps and the outside edge of the compression ring from the piston. The tests was conducted on an EDX (Energy Dispersive X-Ray) scanning microscope.
The cylinder block will be sectioned to yield a 3/4" X 1-1/2" test coupon containing samples of the contact and non-contact surfaces for testing. The rod caps and rings were tested in one (1) spot only due to the small size of the complete sample.
Dimensional Inspection Laboratories is conducting non-destructive dimensional tests on the remaining halves of the cylinder blocks.
These tests consist of a profilometer reading of surface roughness on the contact and non-contact areas of both cylinder bores and a diameter reading on the same surfaces.
In the DIL data the consistent diameter growth of 0.0002 inch each cylinder is expected. However, the reduction of the roughness after running the engines is indicative of the additive's ability to coat and protect the contacting surfaces.
In Seal Laboratories report, figure 6:
The vertical striations (A) are the machine marks from the manufacturing process. The movement of the piston is from left to right (B). Note is taken of the tears and gouges that indicate the end of the piston stroke on the un-protected sample in (A), while this anomaly is not visible on the protected sample (B). This is also substantiated by the appearance of aluminum particles on the un-protected ring figure 26 and not on the protected ring figure 24.
Treated Not treated
This is the section of rings of the test motors (Top) ring No STM-3 added ,
Bottom Ring 3 CC of STM-3 added to 30 wt Oil. (notice the deposits on the top ring and not on the bottom ring.
On this photo the top ring has been treated, the bottom has not been treated
The next graphs show the surface tension of the cylinder walls before treatment , then the surface tension after treatment with 3 cc of Cerma with STM-3 Metal treatment. See: B-1 treated with STM-3 . B-2 Not treated (regular oil) before and after representations as tested.
The engine was run 8 hours with Cerma with STM-3 metal treatment as represented in fig. B1
Normal Oil With 3 cc. of STM-3
STM-3 TREATED ENGINE
SURFACE ROUGHNESS avg.
PEAK ROUGHNESS after STM-3
PEAK ROUGHNESS before STM-3
A1 - Cylinder surface using regular oil
B1 - Cylinder surface with 3 ml of STM-3
added to regular 30wt oil
Reduction in Opacity "smoke" for Diesel Engines
Results: 100% REDUCTION!
Reduce Toxic Emissions
Enjoy a groundbreaking proven
reduction in Hydrocarbon, NOx,
PM, and Carbon Monoxide emissions.
September 23 2005
To Whom It May Concern:
I am the Vice President, and Director of Maintenance for Ensign Emblem, an embroidery company servicing the industrial laundry markets in North America. Ensign Emblem currently operates over 1100 embroidery heads nationwide and has been in business for over 32 years. These are highly specialized embroidery machines that require daily oiling as part of their maintenance to ensure they operate at peak performance levels. In speaking with John Murray regarding his lubricating product, and upon review of the analysis reports he had compiled, I elected to sample his lubricant in one of the company’s embroidery machines. I instructed my technician to closely monitor the machine and to hit the emergency stop at the first sign of anything unusual. Immediately upon oiling the hook mechanism, the shaft, and the head, the machine quieted down and began to run more smoothly. These machines require lubrication every fours hours of operation, with strict protocols followed in each of our production facilities. The machine ran so well and was so quiet, that the technician and the machine operator had thought that it had stopped running. After a short test run, we added the lubricant to five other machines as a broader test of Mr. Murray’s product. Since using John Murray’s lubricant in six of our embroidery machines over eight months ago, we determined that with his lubricant, the machines only require oiling once every five weeks. This saves a huge amount of production time for each manufacturing shift operated by our plant. I intend to continue to utilize Mr. Murray’s lubricant in the daily operation of Ensign Emblem embroidery equipment; it is one of the most amazing products that I have seen come along in years. I highly recommend this product to anyone using or operating machinery or equipment that requires continual lubrication.
Vice President/Director of Maintenance
Ensign Emblem, Ltd.
231-946-7703, Ext. 119
Please note: This is not the complete data in regards to Cerma products, For more data
contact: email@example.com for more information.
Cermax ®Cerma™, Cerma Nano™, STM-3®, Cerma with STM-3™ are Trademarks of
Motor Work, llc All rights reserved 2003-2010
For more information: E-Mail: Cermaceo@gmail.com we would be happy to answer any questions
you may have concerning Cerma Products and there use or application.
STM-3 acknowledges the United States EPA web site for its discussion of Automobile Emissions. (Fact sheet OMS-5)