Engineering Experimental Station
These tests were performed using Formula 101
(Xcelplus Engine Treatment), Anti Wear Engine Protection only.
The University of
Utah Engineering Experimental Station conducted the test especially for:
1) Internal engine friction
2) Fuel consumption
3) Horsepower
4) Engine wear and oil galley clogging
5) Exhaust emissions
These parameters have been measured both before and after the addition of
the engine treatment to the test engine.
The tests were conducted in three phases. The first phase included 10 hours
of testing to determine the normal or baseline operating characteristics of
the engine. Phase 2 consisted of running the engine for 50 hours, or the
approximate equivalence of 2500 miles, with the engine treatment added to
the crankcase. Finally, Phase 3, an additional 50 hours were put on the
engine with fresh oil minus the treatment to determine if indeed the wear
surfaces had comparisons were made with a standard high grade motor oil, and
no conclusions or comparisons with synthetic oils have been made.
The manufacturer claims that the engine treatment will reduce friction,
wear, engine operating temperature, and oil consumption, while increasing
lubrication, horsepower and gas mileage. The engine treatment is a product
which is claimed to permanently bond to the bearing surfaces, reducing
internal engine friction and thus giving rise to the above effects. The
engine treatment is added to the crankcase of a normal auto engine during
the oil change, replacing one quart of oil. The manufacturer is currently
alleging lifetime permanency.
Test Equipment:
The tests were performed on a 6 cyl. Chevrolet 259 cu.in. engine set up in
the Mechanical Engineering Department at the University of Utah. Power
output is taken from the engine directly into a General Electric dynamometer
which acts as a variable load and can also be reversed to back drive the
motor. The system is instrumented to measure following:
An oil filter
adaptor, allowing the measurement of the pressure drop across
the oil filter with a differential manometer, was conducted.
Exhaust emissions were measured on a Beckman Exhaust Analysis System.
Test Procedure:
The engine was set up
with a new filter (Fram PH30), Pennzoil SAE 10W-40W. The engine was run 10
hours at a moderate load. At the end of this run we got our base line data.
The engine was then reassembled and the engine treatment was added per the
manufacturer's instructions. The engine was then run 50 hours and data
obtained. The engine was drained and the oil was changed and ran an
additional 50 hours to obtain final data sheets.
Results:
Table I: Engine friction
losses
|
|
Baseline |
Treatment Time |
|
RPM |
0 hours |
50 hours |
% Decrease |
100 hours |
% Decrease |
|
750 |
5.42 |
4.83 |
-10.9 % |
5.07 |
-6.5 % |
|
1000 |
7.80 |
7.14 |
-8.4 % |
7.00 |
-10.2 % |
|
1250 |
10.54 |
9.18 |
-12.9 % |
8.74 |
-17.1 % |
|
1500 |
14.05 |
11.17 |
-20.4 % |
11.42 |
-18.7 % |
|
Average |
|
|
-13.1 % |
|
-12.6 % |
Table II: Horsepower
|
|
Baseline |
Treatment
Time |
|
RPM |
0 hours |
50 hours |
% Increase |
100 hours |
% Increase |
|
1000 |
3.1 |
4.0 |
+22.5 % |
3.3 |
+6.1 % |
|
1500 |
5.8 |
7.7 |
+24.6 % |
7.2 |
+19.4 % |
|
2000 |
9.5 |
10.9 |
+10.5 % |
11.7 |
+18.8 % |
|
2500 |
13.6 |
14.1 |
+3.5 % |
16.0 |
+26.1 % |
|
3000 |
21.4 |
21.6 |
+0.9 % |
23.2 |
+7.8 % |
|
Average |
|
|
12.4 % |
|
15.6 % |
Table III: Specific fuel savings
|
RPM |
Baseline |
gal/hp/h |
|
|
0 hours |
50 hours |
%
Increase |
100 hours |
%
Increase |
|
1000 |
0.32 |
0.26 |
+18.8 % |
.25 |
+21.9 % |
|
1500 |
0.26 |
0.21 |
+19.2 % |
.20 |
+23.0 % |
|
2000 |
0.20 |
0.18 |
+10.0 % |
.17 |
+15.0 % |
|
2500 |
0.19 |
0.18 |
+5.2 % |
.16 |
+15.8 % |
|
3000 |
0.17 |
0.16 |
+5.8 % |
.15 |
+11.8 % |
|
Average |
|
|
+11.8 % |
|
+17.5 % |
Engine friction
Repeatable data
indicates that treating reduces internal forces due to friction by an
average of 13.1 % after 50 hours of
treatment with the additive still in the crankcase. After an
50 hours without the engine treatment the
engine still had a 12.6 % decrease in frictional forces over the original
untreated engine
indicates that the
treatment is effective and remains so.
Horsepower
An
increase in power under light loading
conditions
of 12.4 % after 50 hours of
testing and of
15.6 % for 50 additional hours
past the removal of the
treatment
was observed. The change in horsepower due to the treatment should be
noticeable to the driver.
The increase in
horsepower continued to increase as time went on, after treatment.
Fuel consumption
The specific fuel
consumption was measured in gallons per horsepower per hour. The fuel
savings with the engine treatment that could be expected on the road can be
calculated from test data shows the
gas mileage would increase from 25.0 MPG (10.6 km/L) to 27.7 MPG (11.8 km/L).
The fuel saving is due to the increase in
the efficiency of the engine and the reduction of internal friction.
Engine wear
No
measurable wear indicated. The decrease in friction should improve wear.
Conclusions
The treatment has been shown to reduce
internal engine friction by 13.1 % with the treatment in the crankcase. The
claimed effect of reduction of internal friction even after removal of the
additive appears to be correct. Emissions could not be measured
because of a breakdown of test equipment.
Plating of the metal surfaces did occur. Oil filter clogging is not
indicated.
