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 noise 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.

Is STM-3 similar to STP, SLICK 50, or any other oil additive?

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.

If there is any excess of STM-3 at any given time, it will increase your fuel economy and exit when the oil is changed.

Background Test Data of STM-3

Coating Tests

              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.
Comparative Horsepower Tests :

              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.

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.

Plane: Piper Cherokee 140 (PA-28 140

2-Year Test Results

Test Engine: LYCOMING MDL#0-320-E2A

Horsepower: 150

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:

1992      S/N:8500240

Year of Engine:

1992      Model # Smoke Check 1667

Engine Mfg:

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

TEST DESCRIPTION

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
under different driving conditions under the Federal Test Guide, 40 CFR Part 86

The following is a brief description of the test procedure and the basic process involved.  For exact procedures please reference the Federal Test Guide – 40 CFR Part 86.  The Environmental Protection Agency uses this test to analyze and measure emissions from gas-fueled motor vehicles.   The CVS/FTP tests consist of three phases that are modeled after normal on-road vehicle usage.  This requires the vehicle to perform:  a cold start (minimum 12 hours of no operation of the vehicle engine), starts and stops (similar to vehicle operations when approaching a stop sign, braking until reaching a full stop, and accelerating from a stopped position), hills (ascent of 10%+ grades), city driving (accelerating, braking, coasting, and complete stops), and highway- driving (accelerating, maintaining speeds of 55+ miles per hour for set periods of time, coasting, acceleration similar to passing at speeds above 45+ miles per hour). Samples of the emissions are collected in bags and analyzed for THC, CO, NOx, CO2 and fuel economy.  All personnel, tests, testing equipment, and testing facilities used for these tests are both EPA and California Air Resource Board (CARB) certified. A third party (California Environmental Engineering) with no affiliation or business relationship with the company or supplier of the oil catalyst conducted these tests.

TEST REVIEW

TEST SUMMARY

4 Preps

4 CVS/FTP with Bags

TEST VEHICLE

1988 Jeep Cherokee

V.I.N. 1JCMU77448JT07959

TEST FACILITY

California Environmental Engineering (“CEE”)

2530 South Birch Street

Santa Ana, CA 92707

TEST RESULTS

The test results were extremely positive in terms of reduction in tailpipe emissions (note: the actual report from CEE is attached below).  After treating the vehicle with the oil catalyst, test results indicate reductions across the board. The reductions and end results for this vehicle are as follows:

20 Total Hydrocarbons (THC) — reduction of 72.8%

* Measured as grams/mile (gr/m)

21 Carbon Monoxide (CO) — reduction of 92.0%

* Measured as grams/mile (gr/m)

22 NOx,  reduction of 31.5%

* Measured as grams/mile (gr/m)

23 Fuel Economy - increase of 4.4%

* Measured as miles per gallon (mpg)

These results indicate that by using 2 oz. of STM-3 oil catalyst in the oil crankcase of gasoline powered vehicles, significant reductions in emissions can be achieved.  These tests results are very similar to test results done on over 50 vehicles using the California State Smog Test (Smog Check Vehicle Inspection / ASM Emission Test) used for vehicle inspection, certification, and registration.  In these tests, vehicles were tested for emissions at set speeds of 15 mph and 25 mph.  At each speed, readings are taken for %CO2, %02, Hydrocarbons (HC) - measured by parts per million (PPM), CO (%), and NOx (NO) - measured by PPM.  The CEE test results demonstrate that there is a lineal relationship between the two tests and the data collected.  The CVS / FPT test is cumulative and measures the data as grams per mile vs. the ASM Emission Test that collects data based on two specific speeds ('15 mph., 25 mph) / engine loads and measures the data as a percentage and as PPM.  The reductions in the CVS / FPT tests indicate similar percentage reductions as the ASM Emission tests in the studies done prior to this test.  Both tests show that vehicles tested after introduction of the oil catalyst are achieving major reductions in vehicle emissions.  At this point in testing and comparative analysis, it is clear that when the ASM / Emission test is positive (reducing emission % and PPM), the CVS / FPT tests are also consistently positive (reducing emission % as grams per mile).  Further testing will have to be performed to determine the specific mathematical relationship between the two tests.  This will be important for future testing and comparisons of future data.

It is important to note that savings can be achieved in the area of fuel economy.  The EPA and CARB believe that any fuel savings or increases above 2.5% (mpg) are significant and are worthy of further investigation and analysis.  The test results for fuel economy show increases of 4.4 % (mpg) after only "65" miles after the introduction of the STM-3 oil catalyst vs. fuel economy of the vehicle without the catalyst. This is a very positive finding and should lead to opportunities in businesses that utilize “fleets of vehicles" such as governments, the military, or municipalities.  The impact could also be important for personal vehicle usage, especially with the rising costs of fuels worldwide.

Testing the waste gas emissions of a Mercedes Benz Turbo Diesel under different driving conditions under 40 CFR Part 86 of the Federal Test Guide

The following is a brief description of the test procedure and the basic process involved.  For exact procedures please reference the Federal Test Guide - CFR -40 Part 86- EPA 78 . The EPA uses this test to analyze and measure emissions from diesel fueled motor vehicles. The CVS/FTP tests consist of three phases that are modeled after normal on-road vehicle usage.  This requires the vehicle to perform:  a cold start (minimum 12 hours of no operation of the vehicle engine), starts and stops (similar to vehicle operations when approaching a stop sign, braking until reaching a full stop, and accelerating from a stopped position), hills (ascent of 10%+ grades), city driving (accelerating, braking, coasting, and complete stops), and highway- driving (accelerating, maintaining speeds of 55+ miles per hour for set periods of time, coasting, acceleration similar to passing at speeds above 45+ miles per hour). Samples of the emissions are collected in bags and analyzed for THC, CO, NOx, CO2 and fuel economy.  All personnel, tests, testing equipment, and testing facilities used for these tests are both EPA and California Air Resource Board (CARB) certified. A third party (California Environmental Engineering) with no affiliation or business relationship with the company or supplier of the oil catalyst conducted these tests.

TEST REVIEW

24 Drain existing fuel in test vehicle

25 Fill tank to 40% with specified test fuel (test diesel)

26 Run Prep cycle

27 12- hour controlled soak

28 Run CVS/FTP test for baseline (1)

29 Run second Prep cycle

30 12 - hour controlled soak

31 Run second CVS/FTP test for baseline (2)

32 Run third Prep cycle

33 12 - hour controlled soak

34 Run third CVS/FTP test for baseline (3)

35 Make sure the three baselines are repeatable within a 10% tolerance

36 Add liquid oil catalyst

37 Drive 100 miles using AMA — Route

38 Reconstitute test fuel to 40%

39 Run Prep cycle

40 12- hour controlled soak

41 Run CVS/FTP test with oil catalyst (1)

42 Run Prep cycle

43 12- hour controlled soak

44 Run CVS/FTP test with oil catalyst (2)

45 Compare averages of baseline results without catalyst, to average of results with liquid oil catalyst.

TEST SUMMARY

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6 CVS/FTP with Bags

TEST VEHICLE

1984 Mercedes Benz Turbo Diesel

Mileage:  440,000  Condition: Poor

V.I.N. # WDBAB33A8EA178601

TEST FACILITY

California Environmental Engineering

2530 South Birch Street

Santa Ana, CA 92707

TEST RESULTS

The test results were extremely positive in terms of reduction of particulate matter and tailpipe emissions.  After treating the vehicle with the oil catalyst, test results indicate reductions across the board.  The reductions and end results for this vehicle are as follows:

46 Total Hydrocarbons (HHC) — reduction of 10.6%

* Measured as grams/mile (gr/m)

47 Carbon Monoxide (CO) — reduction of 4.9%

* Measured as grams/mile (gr/m)

48 NOx reduction of 2.3%

* Measured as grams/mile (gr/m)

49 Fuel Economy— increase of 1:1%

* Measured as miles per gallon (mpg)

50 Particulate matter (PM) — reduction of 18.1%

* Measured as grams

These results indicate that by using the oil catalyst in the oil crankcase of diesel powered vehicles, significant reductions in particulate matter and emissions can be achieved.  It should be noted that this vehicle was in such poor condition prior to testing that it was retired to a junk yard shortly after testing was performed.  [Worst case testing conditions, proving the effects of STM-3 even on worn out engines needing major repairs prior to testing].  STM-3 ’s positive affects can be shown in any engine, regardless of condition, including, those deemed “Junk”. 

Diesel fuel efficiency protocol from the Canadian Hydrogen Energy Company Ltd.

Fuel Efficiency Protocol Objective :

1. To establish a Trip Data “Base Line” which is conducted under controlled conditions on a specific vehicle (Cab or Cab and Trailer).  All pertinent data must be accurately detailed and recorded.  Base Line data collection to be performed with HFI Unit "OFF”.

2.  Perform Trip Collection Session(s) with HFI Unit “ON” (STM-3 added).

3.  Each subsequent Trip Collection Session will have selective parameter(s) [varied by design] for comparative purposes.

4.  The Base Line Data Point will then be compared to all other Trip Data Collection Sessions (where appropriate).

5.  Data variable variations must be kept to a minimum as analysis/conclusions may be affected.

Data Collection :

A Base Trip Data Collection Point and 1 Trip Collection Sessions have been recorded using a CAT 430.  Data Collection sessions occurred on June 3, 2005.

• Check /correct/record tire pressure

• Fill fuel tank(s) to maximum and record fuel data

• Weigh vehicle and driver at certified scale at same location as fuel fill location, e.g., Fifth Wheel

• Record atmospheric temperature

• Record prevailing wind data

• Ready to begin trip 'first leg'

• Record odometer reading

• Ensure HR unit is OFF

• Record time of trip "START"

• Ensure constant speed`

• Reach half-way point and begin return portion

• Arrive to start location

• Record time

• Record odometer reading

• Weigh vehicle and driver at same certified scale

• Transfer data to Analysis Spreadsheet

• Base Data Collection Completed

Trip Data Collection

• Ensure that minimum of 1 hour cool down

• Ensure that the maximum amounts of variables are the same as for Base Data temp., wind, driver, weight, tire pressure, etc.)

• Fuel tanks should be filled to maximum (verify)

• Weigh vehicle at same certified scale

• Start trip, record time

• Match base driving speed(s), etc. as per Base Collection Trip

• Return to start and record data

Variables to be kept constant on each trip as compared to Base Trip:

NOTE :  

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 gen set 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. 

The replacement cost of these engines is $70,000.00 each.

SEAL Laboratories

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.

OBSERVATIONS AND OPINIONS

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 Labratories 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