seminar report on fuel energizer
TRANSCRIPT
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SEMINAR REPORT ON FUEL ENERGIZER
Index
S. No.. Contents Page No.
1 Introduction 2
2 The Magnetizer And Hydrocarbon Fuel 10
3 Atoms Of Hydrogen In Its Para And Ortho State 15
4 How Does Magnetizer Allow To Meet The Requirements
18
5 A Comparison Between The Catalytic Converter And The Magnetizer
23
6 Oxides Of Nitrogen And Fuel Treatment 28
7 Applications of fuel energizer 33
8 Conclusion 39
9 References 40
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Chapter 1
Introduction
India is the 6th largest consumer of crude oil in the world and
consumes nearly 2.7 million barrels a day, which costs about 145 million dollars. Out of the total fuel consumed approximately 25 – 30 % of this energy is wasted. Today‘s hydrocarbon fuel leaves a natural deposit of
carbon residue that clogs carburetor, fuel injector, leading to reduced efficiency and waste of fuel. Pinging, stalling, loss of horse power and greatly
decreased mileage in cars are very noticeable. The same is true of home heating units where improper combustion leads to wasted fuel (gas) and cost, money in poor efficiency and repairs due to build up carbon deposit.
Most fuels for internal combustion engine are liquid. Fuels do not
combust until they are vaporized and mixed with air. Most emission motor
vehicle consists of unburned hydrocarbons, carbon monoxide and oxides of nitrogen. Unburned hydrocarbon and oxides of nitrogen react in the
atmosphere and smog. Smog is prime cause of eye and throat irritation, noxious smell, plat damage and decreased visibility. Oxides of nitrogen are also toxic.
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Generally fuels for internal combustion engine are compound of
molecules. Each molecule consists of a number of atoms made up of a number of electrons, which orbit their nucleus. Magnetic movements already exist in their molecules and they therefore already have positive and
negative hydrogen charges. However, these molecules have not been realigned, the fuel is not actively interlocked with hydrogen during
combustion, the fuel molecule or hydrocarbon chains must be ionized and realigned. The ionization and realignment is achieved through the application of magnetic field created by ―fuel energizer‖.
Fuel mainly consists of hydrocarbon and when fuel flows through a
magnetic field, such as the one created by the fuel energizer, the hydrocarbon change their orientation and the molecules of hydrocarbon
change their configuration. At the same time intermolecular force is considerably reduced or depressed. These mechanisms are believed to help disperse oil particles and to become finely divided. This has the effect of
ensuring that fuel actively inter locks with oxygen producing a more complete burn in the combustion chamber. The result is higher engine output, better fuel economy and reduction in hydrocarbons, carbon
monoxide and oxides of nitrogen that are emitted through exhaust. The ionization fuel also helps to dissolve the carbon build up in carburetor, jets,
fuel injector and combustion chamber, there by keeping the engine‘s condition clean. Also it works on any vehicle or device (cooking gas stove) using liquid or gas fuel.
Brief about hydrogen
Hydrogen is the chemical element with atomic number 1. It is
represented by the symbol H.
With an atomic weight of 1.00794 u(1.007825 u for Hydrogen-1),
hydrogen is the lightest and most abundant chemical element, constituting
roughly 75 % of the Universe's elemental mass.[4] Stars in the main
sequence are mainly composed of hydrogen in its plasma state. Naturally
occurring elemental hydrogen is relatively rare on Earth.
The most common isotope of hydrogen is protium (name rarely used,
symbol H) with a single proton and no neutrons. In ionic compoundsit can
take a negative charge (an anion known as a hydride and written as H−), or
as a positively charged species H+. The latter cation is written as though
composed of a bare proton, but in reality, hydrogen cations in ionic
compounds always occur as more complex species. Hydrogen forms
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compounds with most elements and is present in water and most organic
compounds. It plays a particularly important role in acid-base
chemistry with many reactions exchanging protons between soluble
molecules. As the simplest atom known, the hydrogen atom has been of
theoretical use. For example, as the only neutral atom with an analytic
solution to the Schrödinger equation, the study of the energetics and
bonding of the hydrogen atom played a key role in the development
of quantum mechanics.
Hydrogen gas (now known to be H2) was first artificially produced in
the early 16th century, via the mixing of metals with strong acids. In 1766–
81, Henry Cavendish was the first to recognize that hydrogen gas was a
discrete substance,[5] and that it produces water when burned, a property
which later gave it its name, which in Greek means "water-former."
At standard temperature and pressure, hydrogen is
acolorless, odorless, nonmetallic, tasteless,
highly combustible diatomic gas with the molecular formula H2.
Industrial production is mainly from the steam reforming of natural
gas, and less often from more energy-intensive hydrogen productionmethods
like the electrolysis of water.[6] Most hydrogen is employed near its
production site, with the two largest uses being fossil fuelprocessing
(e.g., hydrocracking)
and ammonia production, mostly for the fertilizer market.
Hydrogen is a concern in metallurgy as it can embrittle many
metals,[7] complicating the design of pipelines and storage tanks.[8
Combustion
The Space Shuttle Main Engineburns hydrogen with oxygen,
producing a nearly invisible flame at full thrust.
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Hydrogen gas (dihydrogen)[9] is highly flammable and will burn in air
at a very wide range of concentrations between 4% and 75% by
volume.[10] The enthalpy of combustion for hydrogen is −286 kJ/mol:[11]
2 H2(g) + O2(g) → 2 H2O(l) + 572 kJ (286 kJ/mol)
Hydrogen gas forms explosive mixtures with air in the concentration
range 4-74% (volume per cent of hydrogen in air) and with chlorine in the
range 5-95%. The mixtures spontaneously detonate by spark, heat or
sunlight. The hydrogen autoignition temperature, the temperature of
spontaneous ignition in air, is 500 °C (932 °F).[12] Pure hydrogen-oxygen
flames emit ultraviolet light and are nearly invisible to the naked eye, as
illustrated by the faint plume of the Space Shuttle main engine compared to
the highly visible plume of a Space Shuttle Solid Rocket Booster.
The detection of a burning hydrogen leak may require a flame
detector; such leaks can be very dangerous. The destruction of the
Hindenburg airship was an infamous example of hydrogen combustion; the
cause is debated, but the visible flames were the result of combustible
materials in the ship's skin.[13] Because hydrogen is buoyant in air,
hydrogen flames tend to ascend rapidly and cause less damage than
hydrocarbon fires. Two-thirds of the Hindenburg passengers survived the
fire, and many deaths were instead the result of falls or burning diesel fuel.
H2 reacts with every oxidizing element. Hydrogen can react
spontaneously and violently at room temperature
with chlorine and fluorine to form the corresponding hydrogen
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halides, hydrogen chloride and hydrogen fluoride, which are also potentially
dangerous acids.[15]
How to install a fuel energizer???
The magnetic flux density to be imparted to fuel widely varies depending upon fuel, air or steam, and combustion equipment and conditions. In general, the preferred range of magnetic flux density is from
1000 to 3500 Gauss, and the most preferred range is from 1400 to 1800 Gauss when fuel oil is used in combination with conventional heat power
boilers. The optimum range will be determined through experimental runs. The field strength is a function of the engine size based on fuel consumption.
The Ferrite magnets are the most cost effective for treating fuel.
When high energy Neodymium Iron Boron Magnets are applied, we can obtain a decrease in the fuel mileage and unburned hydrocarbons and
carbon monoxide.
The magnetizing apparatus is located on the pipe between pumping means and the burner, carburetor or fuel injectors, because it is unnecessary for any other parts to be magnetized. A portion of the fuel
feeding system extending from a point downstream of the magnetizing apparatus to the burner must be made of non-magnetic material. In this case, magnetized fuel is directly fed to burners or atomizing nozzles with a
minimum reduction of magnetism.
The magnets are embedded in a body of non-magnetic material, such as plastic, copper or aluminum, to secure they to the fuel line. No
cutting of the fuel line and no hose and clamps are necessary to install this device, outside a fuel line without disconnection or modification of the fuel or ignition system for producing magnetic flux in the flow path of
combustible fuel within the pipe. These units have been installed without other fuel line or ignition adjustments to treat vehicles failing required
emission tests as an inexpensive retrofit accessory to give substantially immediate improvements of up to the order of 80 % reduction in hydrocarbon and carbon monoxide emissions.
In a preferred embodiment, one or more magnets are strapped to
the fuel line as close as possible to the carburetor or fuel injectors with only one pole of the magnet or magnets adjacent to or in contact with the fuel
line. One or more magnets are strapped to the air intake in such a way as to
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magnetically expose the oxygen to the magnetic field emanating from the
pole opposite that of the pole used to expose the fuel.
The magnets should have a Curie temperature sufficiently high that they retain their magnetic characteristics at the operating temperatures to
which they are exposed. For example, in an automobile engine, the fuel line magnets will lie above the engine block where relative heating will greatly increase their temperature. Some magnets lose much of their magnetic field
strength as their temperature rise. The Curie temperature on Alnico magnet are 760ºC to 890ºC, on Ceramic magnets ( ferrite magnets ) 450ºC, on
Neodymium 310ºC to 360ºC and on Samarium 720ºC a 825ºC.
Fuel energizer installed in car
Magnetizer fuel energizer (eg:- neodymium super conductor- NSCM) is installed in cars, trucks immediately before carburetor or injector on fuel
line. On home cooking gas system it is installed just before burne
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What does fuel energizer do ???
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More mileage (up to 28% increase) per liter due to 100%
burning fuel
No fuel wastage
Increased pick up
Reduced engine noise
Reduced smoke
Faster A/C cooling
Smooth running and long term maintenance for fuel
engines
30% extra life for expensive catalytic converter.
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Chapter 2
Atoms Of Hydrogen In Para And Ortho State
Each hydrogen molecule (H2) consists of two hydrogen atoms linked by a covalent bond. If we neglect the small proportion
of deuterium andtritium which may be present, each hydrogen atom consists of one proton and one electron. The proton has an associated magnetic moment, which is associated with the proton's spin. In
the H2 molecule, the spins of the two hydrogen nuclei (protons) couple to form a triplet state (I = 1, α1α2, (α1β2 + β1α2)/21/2, or β1β2 for which MI = 1, 0, −1 respectively — this is orthohydrogen) or to form a singlet state (I = 0,
(α1β2 – β1α2)/21/2 MI = 0 — this is parahydrogen). The ratio between the ortho and para forms is about 3:1 at standard temperature and pressure - a
reflection of the spin degeneracy ratio, but if thermal equilibrium between the two forms is established, the para form dominates at low temperatures (approx. 99.8% at 20 K[2]). Other molecules and functional groups
containing two hydrogen atoms, such as water andmethylene, also have ortho and para forms (e.g. orthowater and parawater), although their ratios differ from that of the dihydrogen molecule.
There exist two different spin isomers of hydrogen diatomic molecules
that differ by the relative spin of their nuclei.[19] In the orthohydrogenform,
the spins of the two protons are parallel and form a triplet state with a
molecular spin quantum number of 1 (½+½); in theparahydrogen form the
spins are antiparallel and form a singlet with a molecular spin quantum
number of 0 (½-½). At standard temperature and pressure, hydrogen gas
contains about 25% of the para form and 75% of the ortho form, also known
as the "normal form".[20]
The equilibrium ratio of orthohydrogen to parahydrogen depends on
temperature, but since the ortho form is an excited state and has a higher
energy than the para form, it is unstable and cannot be purified. At very low
temperatures, the equilibrium state is composed almost exclusively of the
para form. The liquid and gas phase thermal properties of pure
parahydrogen differ significantly from those of the normal form because of
differences in rotational heat capacities, as discussed more fully in Spin
isomers of hydrogen.[21] The ortho/para distinction also occurs in other
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hydrogen-containing molecules or functional groups, such as water
and methylene, but is of little significance for their thermal properties.[22]
The uncatalyzed interconversion between para and ortho H2 increases
with increasing temperature; thus rapidly condensed H2 contains large
quantities of the high-energy ortho form that converts to the para form very
slowly.[23] The ortho/para ratio in condensed H2 is an important
consideration in the preparation and storage of liquid hydrogen: the
conversion from ortho to para is exothermic and produces enough heat to
evaporate some of the hydrogen liquid, leading to loss of liquefied
material. Catalysts for the ortho-para interconversion, such as ferric
oxide,activated carbon, platinized asbestos, rare earth metals, uranium
compounds, chromic oxide, or some nickel[24] compounds, are used during
hydrogen cooling.[25]
A molecular form called protonated molecular hydrogen, or H+3, is
found in the interstellar medium (ISM), where it is generated by ionization of
molecular hydrogen from cosmic rays. It has also been observed in the
upper atmosphere of the planet Jupiter. This molecule is relatively stable in
the environment of outer space due to the low temperature and
density. H+3 is one of the most abundant ions in the Universe, and it plays
a notable role in the chemistry of the interstellar
medium.[26] Neutral triatomic hydrogen H3 can only exist in an excited from
and is unstable.[27]
The simplest of hydrocarbon, methane, (CH4) is the mojor (90%) constituent of natural gas (fuel) and an important source of hydrogen. Its
molecule is composed of one carbon atom and four hydrogen atoms, and is electrically neutral.
From the energy point of view, the greatest amount of releasable energy lies in the hydrogen atom.
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Now arises the question why ??? In octane (C8H18) the carbon content of the molecule is 84.2%. When
combusted, the carbon portion of the molecule will generate 12,244 BTU (per pound of carbon). On the other hand, the hydrogen, which comprises of only 15.8% of the molecular weight , will generate an amazing 9,801 BTU of
heat per pound of hydrogen.
Hydrogen, the lightest and the most basic element known to man, is the major constituent of hydrocarbon fuels (besides carbon and smaller amount of sulohur and inert gases). It has one positive charge (proton) and
one negative charge (electron), i.e. it possess a dipole movement. It can be either diamagnetic or paramagnetic (weaker or smaller response to the magnetic flux) depending upon the relative orientation of its nucleus spins.
Even though it is the simplest of all the elements it occurs in two distinct isomeric varieties (forms) – para and ortho. It is characterized by the
different opposite nuclear spins. In the para H2 molecule, which occupies the even rotational levels (quantum number), the spin state of one atom relative to another is in the opposite direction (―counter clockwise‖,
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―antiparallel‖, ―one up and one down‖), rendering it diamagnetic, whereas in
the ortho molecule, which occupies the odd rotational levels, the spins are parallel (―clockwise‖, ―coincident‖, ―both up‖), with the same orientation of
the two atoms, therefore, is paramagnetic and a catalyst for many reactions. Thus, the spin orientation has a pronounced effect on physical properties (specific heat, vapor pressure) as well as the behavior of the gas molecule.
The coincident spin renders the ortho-hydrogen exceedingly unstable. In fact ortho-hydrogen is more reactive than its para-hydrogen counterpart.
Ortho and para spin of hydrogen
The liquid hydrogen fuel that is used to power the space shuttle or rockets is stored, for safety reasons, in the less energetic, less volatile, less
reactive para hydrogen form. During the start of the shuttle the ortho hydrogen form is beneficial since it allows to intensify the combustion
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process. To secure the conversion of para to ortho state, it is necessary to
change the energy of interaction between the spin state of the H2 molecule.
Ordinary dihydrogen is an equilibrium mixture of ortho and para hydrogen.
The amount of ortho and para hydrogen varies with temperature as:
At 0°K, hydrogen contains mainly para hydrogen which is more stable.
At the temperature of liquefaction of air, the ratio of ortho and para hydrogen is 1 : 1.
At the room temperature, the ratio of ortho to para hydrogen is 3 : 1.
Even at very high temperatures, the ratio of ortho to para hydrogen can never be more than 3 : 1.
Thus, it has been possible to get pure para hydrogen by cooling ordinary hydrogen gas to a very low temperature (close to 20 K) but it is never possible to get a sample of hydrogen containing more than 75% of
ortho hydrogen.
Chapter 3
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The Magnetizer And Hydrocarbon Fuel
Any utility patent must be proven operable and scientifically correct
before issuance. The same principle has been utilized, and the same effect
has been achieved by the action of Magnetizer where a strong enough flux field was developed to substantially change the hydrocarbon molecule from its para state to higher energized ortho state. The spin effect of the fuel
molecules can be ascertained optically, based on refraction of light rays passing through liquid fuel as had been demonstrated by scientists while
using infrared cameras installed, e.g. in metallurgical oven‘s where magnetizer‘s have been effectively working.
Furthermore, the conversion of hydrogen into ortho H2 (taking place very fast in this strong and uniue magnetic field, with the simultaneous
transformation of the system from a symmetrical into highly active anti symmetrical; molecular state of increased reactivity and catalytic ability) has been found highly advantageous in many technologies, especially those
where hydrogen is used.
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Hydrocarbons have basically a ―cage-like‖ structure. That is why
oxidizing of their inner carbon atoms during the combustion process are hindered. Furthermore, they bind into larger groups of pseudocompounds.
Such groups form clusters (associations). The access hydrogen in the right quantity in the interior of the groups of molecules is hindered. (it has nothing to do with the incoming air from the manifold in the fuel mixture
when even though there may be excess of it, this will not provide the required hydrocarbon-oxygen binding), and stemming from this shortage of
oxygen to the cluster that hinders the full combustion.
In order to combust fuel, proper quantity of oxygen from air is necessary for it to oxidize the combustible agents. For many years, designers of the internal combustion engines have had one goal: to oppose the effect of
molecular association of the hydrocarbon fuel and to optimize the combustion process. The peculiar problem in designing engines for air
pollution is that in order to fully burn all the hydrocarbons in the combustion chamber, operating temperatures of the cylinders have had to be increased. While older engines may have produced relatively large
quantities of unburned hydrocarbons and carbon monoxide, they produced low quantities of oxides of nitrogen. Also, with the renewed interest in performance engines, compression ratios are creeping upward again, and
once again the mechanism for producing higher levels of nitrogen toxins is increased. Similarly, turbo charging effectively alters the compression ratio
of a vehicle, further adding to the nitrogen problem.
The feed and exhaust systems have been perfected, the ignition
controlling electronics has been perfected, the fuel/air mix metering devices have been brought to perfection, and finally the catalytic converters (see
below) have been found indispensable. But even then, fumes that leave the "afterburners" are not ideally clean - engine still burns only part of the fuel (or precisely the incompletely oxidized carbon atoms in the form of CO). The
rest is discharged as polluting emissions (HC, CO, NOx) or is deposited on the internal engine walls as black carbon residue. All this has been caused by the incomplete combustion process. The reasons for it being that:
Hydrocarbons form the so-called associations, close molecular groups, interior of which is deprived of access of the suitable amount of air; the lack of oxygen impedes the full combustion. Note: The tendency of HC
molecules to cluster causes local macro-groupings (condensing) of molecules to clog the pipes and fuel nozzles. The excess of air in the fuel mixture will
not provide for the complete combustion. Hence, the exhaust fumes contain considerable amounts of unburned CO, HC, and soots.
Oxygen with negative 2 valence is negative, and hydrocarbon has
neutral molecular structures, which by passing through steel fuel lines gets
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negatively (micro) charged. Therefore, when these two atoms come together
with the same potential in a combustion chamber, they repel, which result in incomplete combustion. Therefore, all serious research has been aimed at
bringing about fuel reactivity with oxygen (oxygenated fuels); since increased oxidation means increased combustion, and the following rules had to be taken into consideration:
Rule 1: Unburned hydrocarbon (HC) as well as carbon monoxide (CO)
emitted from a vehicle's exhaust system can be viewed as the additional fuel reserve, since, if proper conditions are met, HC & CO can be further burned in the combustion chamber. Therefore, creating such proper combustion
conditions is paramount.
Rule 2: Hydrogen's chemical reaction, determined by its valence (the
electron "surplus" in the "outer" orbital shell), is affected by a magnetic field since proper magnets are the prime source of control of the position of
electrons.
Rule 3: The application of a proper magnetic field enforces beneficial
changes in fuel structure and enhances its general reactivity in the combustion process.
Rule 4: If a hydrocarbon molecule could better bind with oxygen molecules (be more completely oxidized), then the toxicity of fumes would be
considerably limited and in principle, one could dispense with catalytic converters.
Chapter 4
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How does magnetizer allow to meet the requirement of rules???
Here are the rules to be followed to meet the requirements of the magnetizer
Rule 1:
When hydrocarbon fuel (methane molecule) is combusted, the first to be oxidized are the hydrogen atoms (or precisely electrons on their outer shells). Only then, are the carbon atoms subsequently burned (CH4 + 2O2 =
CO2+ 2H2O). Since it takes less time to oxidize hydrogen atoms in a high-speed internal combustion process, in normal conditions some of the carbon
will be only partially oxidized; this is responsible for the incomplete combustion. Oxygen combines with hydrogen readily; however, the carbon-oxygen reaction is far less energetic. We should keep in mind: oxygen always
has a valence of minus two. The valence of carbon, on the other hand, can be plus or minus due to the configuration of its four electrons in the outer shell, which requires a total of eight electrons for completion.
The optimum combustion efficiency (performance) obtained from the Magnetizer application on fuel is first indicated by the amount of increase in carbon dioxide (CO2) produced, which has been validated by state
emissions control devices. Furthermore, as the pollutants decrease, the combustion efficiency increases. The drop of HC & CO emissions is easily proven by comparative gas flue analysis & opacimeter emissions tests. The
stoichiometric tests indicate reduction in hydrocarbon HC (unburned fuel) approx. 75 - up to 92% and carbon monoxide (CO) up to 99.9%, due to the
Magnetizer use. Remember, as HC goes down, mileage goes up. This results in scientifically measurable emission
reduction/combustion efficiency ratio and an average increase in mileage of 15-25%. Since the Fuel Energizer saves fuel by increasing combustion
efficiency, less CO is being emitted; thereby, less fuel is being used. In principal, the lowest fuel savings occur in the range velocity of the maximum torque, when the highest increase of horsepower can be noted (about 10
HP); the Magnetizer giving a trade-off between driving a Porsche versus Volkswagen.
Rule 2
Altering the spin properties of the outer shell ("valence") electron
enhances the reactivity of the fuel (and related combustion process). The
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higher energized spin state of hydrogen molecule clearly shows a high
electrical potential (reactivity), which attracts additional oxygen. Combustion engineering teaches that additional oxygenation increases combustion
efficiency; therefore, by altering the spin properties of the H2 molecule, we can give rise to its magnetic moment and enhance the reactivity of the hydrocarbon fuel and ameliorate the related combustion process. The
Magnetizer 's extremely strong magnetic field, with sufficient flux density to have the required affect on fluid passing through it, substantially changes
the isomeric form of the hydrocarbon atom from its para-hydrogen state to the higher energized, more volatile, ortho state, thus attracting additional oxygen. Fuel structure and properties, such as e.g. electrical conductivity,
density, viscosity, or light extinction are changed; its macrostructure beneficially homogenized.
Rule 3
Hydrocarbon molecules form clusters called "associations." It has
been technically possible to enhance van der Waals' discovery due to the
application of the Magnetizer, a high power, permanent magnetic device, strong enough to break down, i.e. de-cluster these HC associations. They become normalized & independent, distanced from each other, having bigger
surface available for binding (attraction) with more oxygen (better oxidation). A simple analogy is of burning coal dust and a coal bricket.
There, where one aims at higher efficiency, during the combustion
process, one has to give a molecule the greater access to oxygen. In case of burning of powdered coal dust, adding of oxygen may even cause explosions.
Thus, with our fuel energizer, the oxygenation and the combustion efficiency increase. Fuel is more active and dynamic, and the combustion process faster and more complete. These "new" hydrocarbon molecules have one
more important characteristic: they not only dissolve and eliminate carbon varnish in the combustion chambers, on the surface of jet nozzles, spark plugs and exhaust pipe, but do not allow new and harmful deposits to
reform.
Furthermore, the energizer's work ensures better performance of carburetor or fuel injectors, makes start ups easier, considerably increases driving dynamics, etc. The power and torque in the whole range of rotational
velocity of crankshaft also go up.
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Thanks to de-clustering of hydrogen molecules, in the combustion
chamber, increased saturation & reactivity of the fuel mixture with oxygen is achieved, resulting in a more complete oxidation of the primary hydrogen element and further oxidation of carbon (C), the secondary fuel element,
since, in accordance with van der Waals discovery of a weak clustering force, there is a very strong binding of hydrocarbons with oxygen in such
magnetized fuel, which ensures optimal burning of the mixture in the engine chamber. The positively charged fuel, so to speak, swells, thickens, and needs larger quantity of air, which is easily remedied by adjusting the
change in air/fuel ratio in carbureted cars.
When we attach the Magnetizer unit to the fuel line of an automobile (before carburetor, in tandem series, placed 1/4" apart, or in Fuel Injection
Systems - on fuel line to the injectors + before the injection pump; make sure it is not in contact with the engine's metal parts), we see an immediate (approx. after 5 min., 4-5 miles/6-8 kms upon start-up) drop in unburned
hydrocarbons and carbon monoxide due to the magnetic conditioning of the fuel which makes it more reactive. As explicitly stated in our instructions, upon the Magnetizer installation (5-10 minutes thereafter) engine will
undergo the so-called "Stabilization Period", i.e. the time of the gradual disappearance of prior carbon varnish sediments and the total magnetic
saturation of all ferromagnetic metal parts of the feeding system between the installed energizer and the combustion chamber in order to fully activate fuel. The initial saturation lasts about a week (even though in the past we
received positive reports already after 2-3 days upon installation), while the complete engine cleaning from the carbon residue lasts about 30 to 70 days
(old engines). On passenger cars this means about 1,000-1,125 miles (1600-1800 kms) driven (depending on vehicle class, age, internal cleanliness of its engine, driving habits, etc.), on trucks - about 1,250- 2,000 miles (2,000-
3,200 kms). When after a month from the correct installation, the improvement is
not readily apparent, it is caused by too little amount of oxygen in the fuel mixture. One has then to change the dirty or oiled air filter and adjust the
carburetor in order to increase the amount of air in the mixture (make it leaner) or adjust fuel pressure of a diesel pump to restore the O2 level to where it was prior to the energizer's installation. Fuel injected cars are self-
adjustable, with the exception of quite rare cases when the lambda (excess air) probe has been worn out (needs replacement) and the system "overrides"
the Magnetizer 's action. Ideally, the adjustment should be done by the professional diagnostic station, which based on the exhaust analysis will optimally adjust the engine.
Without the adjustment, the Magnetizer can cause the effect reverse from the required. Also, in the first intensive phase of decarbonization there may be a disturbance in the engine's work and unstable fuel consumption
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caused by the temporary clogging of jet nozzles by the liquidated deposits.
The temporary occlusions are removed in a natural way. At that time it is not recommended to do the engine adjustment. However, during the
Stabilization Period the periodic oil change is recommended. Subsequently, one has again to change oil after the Stabilization Period. Compared to savings during the exploitation of the vehicle and extending the engine's life,
this is a really small investment..
Rule 4
The chief function and purpose of a catalytic converter is to convert engine's unburned hydrocarbons and reduce by oxidizing (burning), all carbon monoxide (CO) to carbon dioxide (CO2) and water (vapor). A
converter neutralizes exhaust, which has left the combustion chamber of an engine. Such exhaust is less toxic, but the energy from such an after-
burning process is not utilized. While catalytic converters are designed to function beyond 5 years and 50,000 miles (80,000 kms), there are problems that can occur (trace amounts of oil escaping to the exhaust, etc.) that can
dramatically shorten their life (destroy them). Example: the sticking-on of an automatic choke will, within a short period of time, cause catalytic converter to overheat and go into meltdown due to an excessively rich mixture. The
melting of a catalytic converter will cause the gas passages to clog, which in turn will overheat and burn the engine exhaust valves.
Chapter 5
A Comparison Between Catalytic Converter And A Magnetizer
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Some early converter designs created a great deal of restriction to the
flow of exhaust, which negatively affected vehicle performance, driveability,
and fuel economy.[7] Because they were used with carburetors incapable of
precise fuel/air mixture control, they could overheat and set fire to
flammable materials under the car.[8] Removing a modern catalytic converter
in new condition will only slightly increase vehicle performance without
retuning,[9] but their removal or "gutting" continues.[7][10] The exhaust section
where the converter was may be replaced with a welded-in section of
straight pipe, or a flanged section of "test pipe" legal for off-road use that can
then be replaced with a similarly fitted converter-choked section for legal on-
road use, or emissions testing.[9] In the U.S. and many other jurisdictions, it
is illegal to remove or disable a catalytic converter for any reason other than
its immediate replacement[citation needed]; vehicles without functioning catalytic
converters generally fail emission inspections. The aftermarket supplies
high-flow converters for vehicles with upgraded engines, or whose owners
prefer an exhaust system with larger-than-stock capacity.[11]
[edit]Warm-Up Period
Many Catalytic converters have a long warm-up time, of up to thirty
minutes[citation needed].
[edit]Environmental impact
Catalytic converters have proven to be reliable and effective in
reducing noxious tailpipe emissions. However, they may have some adverse
environmental impacts in use:
The requirement for a rich burn engine to run at
the stoichiometric point means it uses more fuel than a "lean burn" engine
running at a mixture of 20:1 or less. This increases the amount of fossil
fuel consumed and the carbon dioxide emissions of the vehicle. However,
NOx control on lean burn engines is problematic.
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Although catalytic converters are effective at removing
hydrocarbons and other harmful emissions, they do not solve the
fundamental problem created by burning a fossil fuel. In addition to water,
the main combustion product in exhaust gas leaving the engine — through a
catalytic converter or not — is carbon dioxide (CO2).[12] Carbon dioxide
produced from fossil fuels is one of the greenhouse gases indicated by
the Intergovernmental Panel on Climate Change (IPCC) to be a "most likely"
cause of global warming.[13] Additionally, the U.S. Environmental Protection
Agency (EPA) has stated catalytic converters are a significant and growing
cause of global warming, due to their release of nitrous oxide (N2O), a
greenhouse gas over 300 times more potent than carbon dioxide.
Catalytic converter production
requires palladium and/or platinum; part of the world supply of
these precious metals is produced near the Russian city of Norilsk, where
the industry (among others) has caused Norilsk to be added to Time
Magazine's list of most polluted places. Theft
Due to the external location and the use of valuable precious metals
including platinum, palladium, and rhodium, converters are a target for
thieves. The problem is especially common among late-
model Toyota trucks and SUVs, due to their high ground clearance and
easily-removed bolt-on catalytic converters. Welded-in converters are also at
risk of theft from SUVs and trucks, as they can be easily
removed.[16][17] Theft removal of the converter can often inadvertently damage
the car‘s wiring or fuel line resulting in dangerous consequences. Rises in
metal costs in the United States during recent years have led to a large
increase in theft incidents of the converter,[18] which can then cost as much
as $1000 to replace.
1 Most catalytic converters require air pumps to initiate catalysis.
Air pumps rob power from the engine, reduce fuel economy, and are
costly to install. Catalytic converters with air pumps reduce gas mileage - the Magnetizer increases gas mileage and performance.
2 Catalytic converters require a light-off temperature to be attained
before they become operative (between 3 to 5 miles). Cold converter does
not work, so the exhaust fumes right after start-up are equally toxic as without it. The Magnetizer is instantaneous.
3 Catalytic converters are subject to meltdown under rich gas mixtures - the Magnetizer is not. It is a fully permanent device.
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4 The Magnetizer can easily be transferred from car to car with
almost no labor. Converters cannot. 5 The Magnetizer units cost a fraction of the cost of the catalytic
converter system.
6 Since catalytic converters reduce power and eventually go bad, they are subject to being removed; they are often not replaced because of the high cost and reduced engine performance.
7 Use of the unleaded gas does eliminate the problem of the most
toxic lead compounds, but there is an increase in the air of other
carcinogenic substances; the exhaust problem comes around. Very often unleaded gas is transported in the same tank trucks that carry "normal"
gasoline with the lead additives. From daily practice we know that even trace quantities of lead are sufficient to destroy ("poison") a converter. As a result, the amount of toxic substances released to the atmosphere can
subsequently increase. The Magnetizer works well and with excellent results on all types of fuel - unleaded, as well as leaded gasoline, diesel, or liquid petroleum gas (LPG).
8 Catalytic converters have a finite lifetime under optimal
conditions, shorter under adverse conditions. It is important to note that although it takes a bit of time for the Magnetizer fuel system to stabilize, one finds the "Magnetizer Energizer Systems" constantly work better and
better as time goes on (see the comment on the "Stabilization Period" below).
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9 The Magnetizer is totally friendly to the environment.
The converter is not fully so. The traces of oil that escape to
exhaust not only can destroy the action of a converter (the car becoming
instantly a polluter), but what is even worse, they are the cause of small amount of highly toxic chemical compounds such as prussic acid; sulphuretted hydrogen; and platinum compounds released to the
atmosphere. As emphatically stated by Hannover-based, world-reknowned German scientist, Dr. Hans A. Nieper, President of the
German Society of Oncology, et al., author of 320 scientific articles, essays, & books: "First of all, all catalytic converters should be removed from cars as soon as possible". The reason - nerve gas (phosphoric esters)
being generated by the automotive catalytic converters. Those interested further are referred to Dr. Nieper's article "Nerve Gas from Catalytic Converters", which appeared in the September 1995 issue of the NEXUS
magazine. Waver Motors port Co. from Poland offers the highest quality engine tuning with the use of the American measuring devices, "Super
chips," in one of the most modern test benches in Europe called "Super flow".
The owner of Waver, Mr. Andrzej Zajàc, did an experiment by putting the Magnetizer on Engine Energizer System on and ... cutting off
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a catalytic converter on his Opel Calibra Turbo. The results have been
"unbelievable": CO on idle went down from 0.5 to 0.2, HC lowered from 100 to 70, and the car, which should burn 15 liters per 100 km (15.9
miles per gallon) uses now, according to information received from Mr. A. Zajàc, 11 liters per 100 km (21.7 miles per gallon) - almost a 27% fuel saving. As related in stoichiometric charts representing ideal combustion
parameters (see below), the highest burning efficiency will be achieved at the highest carbon dioxide level, since carbon dioxide cannot be
subsequently oxidized. The amazing part is that apart from the "converter-less" carbureted cars, the Magnetizer reduces emissions on cars with catalytic converters. The increased combustion efficiency is
occurring within the engine due to increased fuel reactivity with oxygen (increased oxidation), the main factor responsible for increased combustion efficiency. It is a complete waste to allow an engine to run
inefficiently and to burn the excess carbon monoxide in its catalytic converter, the wasted heat merely "heating up" the exhaust system
instead of providing useful work within the engine. By establishing the correct fuel burning parameters through proper magnetic means, we can be assured that an internal combustion engine is getting the maximum
energy per gallon of fuel, as well as providing the environment with the lowest possible level of toxic emissions.
Magnetizer
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Chapter 6
Oxides Of Nitrogen And The Magnetizer Fuel Treatment
One of the chief reasons for the Magnetizer to have possibility to
lower the NOx level, as reported elsewhere, is due to the low reactivity of nitrogen gas. If we can bind up all the available oxygen with the hydrocarbon fuel, there simply will be no oxygen left over to form the
unwanted nitrogen compounds. It appears that magnetic treatment is the simplest means of achieving this feat.
One of the main components of photochemical smog is nitric oxide or to be more precise, oxides of nitrogen; oxygen depending on heat and pressure can form in differing combinations with nitrogen other than the
specific nitric oxide formula. Nitric oxide is a colorless gas produced by high temperature combustion; however, when it encounters extra oxygen in the
presence of air and sunlight it readily converts to nitrogen dioxide (NO2). Nitrogen dioxide is the reddish brown haze that we associate with smog. The formula for nitrogen dioxide (NO2) looks quite similar to the formula for
carbon dioxide, but we must bear in mind that carbon dioxide cannot support combustion while nitrogen dioxide can. Nitrogen dioxide is very
poisonous since the threshold lethal volume (TLV) is 3 ppm, while carbon dioxide still classified as poisonous, as a TLV of 5,000 ppm, while carbon monoxide's TLV is 50 ppm. It is quite shocking to know that nitrogen dioxide
is the major component of smog and is approximately 16 times more poisonous than carbon monoxide.
As one can readily see, the reduction of nitrogen dioxide in our atmosphere is of paramount importance. The peculiar problem in designing
engines for air pollution is in order to fully burn all the hydrocarbons in the combustion cylinder, operating temperatures of the cylinders have had to be
increased. While older engines may have produced relatively large quantities of unburned hydrocarbons and carbon monoxide, they produced low quantities of oxides of nitrogen. Also, with the renewed interest in
performance engines, compression ratios are creeping upward again, and once again the mechanism for producing higher levels of nitrogen toxins is
increased. Similarly, turbo charging effectively alters the compression ratio of a vehicle, further adding to the nitrogen problem.
It is most disturbing that automobile makers as well as clean air legislators have not been concerned about this growing problem. State
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emissions inspection stations aren't concerned. The lack of concern is that
the basic issue has not been addressed as one of the major problems.
Now, there is available a technologically sound means for reducing the "oxides of nitrogen" problem. The solution is the MAGNETIZER. As
documented by tests, 'the magnetic treatment of fuel has reduced the production of NOx by 20% and more. One of the chief reasons is due to the low reactivity of nitrogen gas. If we can bind up all the available oxygen with
the hydrocarbon fuel, there simply will be no oxygen left over to form the unwanted nitrogen compounds. It appears that magnetic treatment is the
simplest means of achieving this feat. As documented by numerous state certified emissions tests, MAGNETIZER fuel treatment has shown decreases in unburned hydrocarbon by 75-100% and carbon monoxide reductions of
90-100%. Stoichiometrically, there is very little oxygen left to produce any additional toxic compounds with nitrogen.
Applying a magnetic field to ionizing fuel to be fed to combustion
devices we can ensure more complete combustion, obtaining a maximization of the fuel economy, improving the fuel efficiency and reducing polluting emissions.
The fuel is subject to the lines of forces from permanent magnets
mounted on fuel inlet lines. The magnet for producing the magnetic field is oriented so that its South pole (red) is located adjacent the fuel line and its
North pole (blue) is located spaced apart from the fuel line.
The magnetic field strength must be at a higher Gauss level (500 Gauss) since it may be demagnetized to some extent before reaching the combustion chamber.
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How it works.
Most fuels for internal combustion engines are liquid. But liquid fuels don't combust till they are vaporized and mixed with air.
Currently regulated gas emissions from motor vehicles are unburned hydrocarbon (HC), carbon monoxide (CO), and oxides of nitrogen
(NOx). Unburned HC and NOx react in the atmosphere to form photo-chemical smog. Smog is highly oxidizing in the environment and is the prime cause of eye and throat irritation, bad odor, plant damage, and
decreased visibility. Oxides of Nitrogen are also toxic. CO impair blood capability to carry oxygen to the brain, resulting in slower reaction times
and impaired judgement.
Fuel mainly consists of hydrocarbons. Groupings of hydrocarbons, when flowing through a magnetic field, change their orientations of magnetization in a direction opposite to that of the magnetic field. The
molecules of hydrocarbon change their configuration. At the same time intermolecular force is considerably reduced or depressed. These
mechanisms are believed to help to disperse oil particles and to become finely divided. In addition, hydrogen ions in fuel and oxygen ions in air or steam are magnetized to form magnetic domains which are believed to assist
in atomizing fuel into finer particles.
Generally a liquid or gas fuel used for an internal combustion engine is composed of a set of molecules. Each molecule includes a number
of atoms, which is composed of a nucleus and electrons orbiting around their nucleus. The molecules have magnetic moments in themselves, and the rotating electrons cause magnetic phenomena. Thus, positive (+) and
negative (-) electric charges exists in the fuel's molecules. For this reason, the fuel particles of the negative and positive electric charges are not split into more minute particles. Accordingly, the fuels are not actively
interlocked with oxygen during combustion, thereby causing incomplete combustion. To improve the above, the fuels have been required to be
decomposed and ionized. The ionization of the fuel particles is accomplished by the supply of magnetic force from a magnet.
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The resultant conditioned fuel / air mixture magnetized burns more completely, producing higher engine output, better fuel economy, more power and most importantly reduces the amount of hydrocarbons, carbon monoxide and oxides of nitrogen in the exhaust. Another benefits if these
devices is that magnetically charged fuel molecules with opposite polarities
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dissolve carbon build-up in carburetor jets, fuel injectors, and combustion
chambers help to clean up the engine and maintain the clean condition.
As documented by numerous state certified emissions tests, the Magnetizer fuel treatment has shown decreases in unburned hydrocarbon by 75-100% and CO reductions of 90-100%. Stoichiometrically, there is very little oxygen
left to produce any additional toxic compounds with nitrogen.
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CHAPTER 7
APPLICATIONS OF FUEL ENERGIZER
Agricultural use of magnetizer
Magnetizer at Work
The survival of modern man requires new approaches to the growing demands on an already polluted and depleted eco-system. The Magnetizer Group's breakthrough of its powerful magnetic mono-pole
technology is meeting the new agricultural requirements with dramatic results.
The Concept
Scientists at the Department of Mineral Engineering, Technion - I.I.T. in Israel, and MAGNETIZER researchers worldwide confirm that the
principle of magnetohydrodynamics (MHD) lowers surface tension of water, creating greater solubility and penetration which stimulates root
systems. Over time, soil compacts, which restricts the root growth. Crop Booster treated water de-clods and breaks up the compressed soil giving the roots freedom to grow and absorb nutrients more quickly. In drip
irrigation, the mineral/scale barrier, known as the bowl effect, is dissolved thereby enabling and encouraging the root cilia to grow and expand farther into the soil. The rigorous and maximized efficiency of the
root system excited by the electro-motive forces of the Crop Booster promotes healthier, bigger and quicker plant growth.
Use in automobiles
The Fuel Energizer
The Fuel Energizer is a frequency resonator that uses Neodymium Super Conductor Magnets, which break and then realign the
hydrocarbon chains in the fuel passing through the fuel line of your vehicle. The magnetic field created by the Fuel Energizer ionizes the fuel being fed to the engine, which itself produces a more complete
combustion, maximizes fuel economy, improves fuel efficiency and
reduces polluting emissions.
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By installing these Neodymium Super Conductor Magnets close to your carburetor/injection system, your vehicle will start to feel the result of
the Resonance frequency of the Neodymium Super Conductor Magnets and by making the fuel flow smoother your engine will run more efficiently. The way to ensure that you will gain the best results from The Fuel Energizer is
by following the easy "Golden Seven Steps Rule".
Special Benefits of The Fuel Energizer:
Upto 28% Fuel saving on your mileage per litre Increased acceleration
Reduction in AC drag Upto 40% Reduction in Carbon Monoxide emissions Reduction in exhaust smoke
Extends your engine life, cleans out carbon deposits Upto 30% increase in life of your catalytic
convertor exhaust system A smoother running engine
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The Fuel Energizer can be used in:
Buses
Cars
Trucks
Scooters Generators Motorcycles
Ambulances Gas Cylinders Autorickshaws
Locomotives/ Trains
Earthmoving Equipment
Construction
Equipment
The Fuel Energizer can be fitted to all cars, scooters, motorcycles,
autorickshaws, buses, ambulances, trucks, earthmoving equipment, generators, locomotives/trains. With larger capacity engines such as large truck and bus engines, we recommend that you consult your local
dealer, as more than one Fuel Energizer is often used with such large engines so as to optimize both efficiency and fuel saving....
The Fuel Energizer is all about "fuel efficiency". You will note that increased horsepower is not one of the advantages we claim. However, it is common to find a horsepower increase of up to 5%.....
Water magnetizer
A simple and effective patented magnetic water conditioner is now available for your Swimming Pool, Spa or Hot Tub. By simply strapping the QUANTUM Conditioner on the return line to the Pool, Spa or Hot Tub,
laboratory tests prove that the magnetic effect reduces sanitizing chemical usage by 30% to 50% while stabilizing pH, thereby saving you money. The
QUANTUM Conditioner helps to eliminate algae, keep water clean and improve the clarity of your Pool or Spa.
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Swimming Pool users report no more scum caused by body oils. No more mineral build-up on swimming pool wallss caused by iron and other hard water minerals. The result is a more luxurious swim due to less chemical irritation to the eyes and skin, silky soft water.
The QUANTUM Swimming Pool Conditioner operates automatically, continuously and permanently using no external power source, and has no moving parts to wear out. Less time is spent maintaining the Swimming Pool
or Spa and more time enjoying it.
The QUANTUM Swimming Pool or Spa Conditioner creates a positive charge in the water dissolving hard water minerals. This removes ugly scale, protects equipment and allows for your heater to operate at scale free, peak
efficiency - saving you many energy dollars.
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All this makes QUANTUM Conditioner for the Swimming Pool or Spa
the natural Green Technology way to enjoy your Swimming Pool, Spa or Hot Tub. A LIFETIME power warranty, a lifetime of savings, and elegantly conditioned water are the benefits.
Energizer in refrigeration
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Our refrigerator magnets are a permanent flexible magnetic material available in sheet, strip, and extrusion forms; standard or custom die-cuts; manufactured to satisfy specific processing requirements. Magnum
Magnetics refrigerator magnets provide an alternative material for printing and holding applications.
Refrigerator magnets are used for advertising specialties; hobbies; sales promotions; printing; crafts; novelties; toys; games; die-cutting;
graphics; hand lettering; hot stamping; teaching aids; decorative magnets; and magnetic business cards. Printers, marketers, salespeople, teachers,
and hobbyists all use refrigerator magnets.
Magnum Magnetics manufactures flexible magnetic material used to create refrigerator magnets. Our ability to customize the refrigerator magnets (strength, thickness, surface, shape, etc.) for specific applications
and processes; our ability to customize packaging; our superior customer service; and our competitive prices make us superior.
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Conclusion
By establishing correct fuel burning parameters through proper
magnetic means (Fuel Energizer) we can assumed that an internal
combustion engine is getting maximum energy per liter as well as environment with lowest possible level toxic emission.
Nowadays the fuel magnetizers find their extensive use in
Gas fired boilers
Heating systems
Diesel vehicle engines
Marine engines
The efficient burning of fuel reduces the CO2 emissions and renders the engine environmentally safe and user friendly.
Also the magnetizers support a non invasive installation. Magnetizer industrial technologies ascribes to generally accepted
and well known physical dictation of the science of magnetic fuel conditioning.
Bt establishing proper fuel burning parameters by magnetic means
we can be assured that the internal combustion engine is getting the maximum energy per gallon of fuel as well as prov
iding the environment with the lowest levels of toxic emissions. Overall toxic emissions will drop due to better overall engine
efficiency.
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References
http://www.magnetizer.com/tech9.html#top
http://www.tinet.cat/~sje/mag_fuel.htm
http://www.aalizwel.com/seminarreports.php
http://www.google.co.in
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Preface
In this era of increasing fuel prices, here a device called ‗FUEL
ENERGIZER‘ help us to Reduce Petrol /Diesel /Cooking gas consumption up to 28%, or in other words this would equal to buying the fuel up to 28% cheaper prices. When fuel flow through powerful magnetic field created by
Magnetizer Fuel Energizer, The hydrocarbons change their orientation and molecules in them change their configuration.
Result: Molecules get realigned, and actively into locked with oxygen
during combustion to produce a near complete burning of fuel in combustion
chamber.