Carbon - "Soot" - part of combustion

The more modern the engine, the bigger the carbon issue. This is -with lubricity - the biggest reason to utilize our fuel catalyst. It is an undisputed fact that we lower carbon during the combustion process due to improved combustion and increased lubricity that extends injector efficiency on spray patterns. The fact that we save small amounts of fuel 5-7% is a purely financial short-term bonus. The long-term effect is that we extend economical engine life and lower the possibility of costly engine failures that has a huge cost impact and negatively impacts on asset utilization.

Build up of carbon on fuel injectors causes poor spray patterns, resulting in less effective burning of fuel. This affects every element around the combustion chamber, increasing heat, oil dilution, emissions, fuel consumption and shortening the engine life cycle. Carbon penetrates everywhere and is highly abrasive by nature.

Due to stop / start driving in cities, extended idling and worsening traffic congestion, the engines are building up vast amounts of carbon everywhere from the injector tips to valves, EGR, turbo's, filters, exhaust system etc.

Flameproof equipment suffers from carbon buildup. We reduce the carbon visibly and extend the efficiency due to extending carbon blockage intervals. This effectively improves the combustion process with lower emissions and raises asset utilization due to extending cleaning intervals.

The product reduces carbon build-up in engines as a result of improved fuel combustion in the engine chamber, reducing abrasive engine wear and extending engine oil integrity due to less soot and fuel dilution.

Materially less carbon during combustion process. Carbon is highly abrasive and affects spray patterns and valves

Carbon is a major growing problem in South Africa and will soon rival lubricity, as we enter the Euro 3 to 5 technology phase.

There are a number of reasons, all working collectively to exacerbate soot formation:

• 30% more aromatics per volume in South African than the European EN 590 fuel standard
• South African fuel contains more lower end carbon chains which affects the burning process
• High altitudes above sea level coupled with dry climate
• Poor air filtration that reduce air quality
• Undulating terrain
• Higher payloads -Superlink
• Traffic congestion
• Maintenance
• Inadequate driver training

Diesel particulate filters clogged with particulate matter
Soot is 20x smaller 20 xs more abrasive than silica

Fuel injector system and engine designed specifically for EN 590 (European Fuel spec) compliant fuel?

Material difference in Aromatic levels (up to 36% of total diesel volume).

SA aromatics 42% max of volume in 2006 SANS 342:2005
Future dates 35% max of volume?
(Government Gazette 12 Dec 2005)

European EN 590 11 % max of volume in 1999
European EN 590 6 % max of volume currently

Note: material difference between number of carbon molecules and nature of carbon bonds between aromatics and paraffins.

Diesel Compositions: (9-23 C-atoms) Paraffin’s (straight-chain HC's) Naphthenes (cyclic HC's) Aromatic compounds (benzene rings)

Fact on SA Fuels even after the "new diesel". SANS 242:2005

Large percentage of SA diesel does not pass EN 590 distillation test curve

This affects fundamentals of fuel during the fuel injection and combustion process

This directly impacts on the efficiency and life cycles of modern engines and the many millions spent on developing engines that are economically and environmentally friendly. This phenomenon affects all modern engines across the world

The misalignment of fundamental fuel characteristics is a costly exercise