TECHNOFUEL

The idea that magnetising hydrocarbon

fuel can improve combustion and engine
efficiency has been around since at least
the 1930s. In 1936, Chinese fishermen are
said to have been applying magnets to
engine fuel lines in fishing boats in order
to improve fuel economy.

And during World War II, powerful

magnets were placed adjacent to fuel
lines for Merlin engines in Mustang
fighters. The result is said to have been
an increase in useful range by 15%,
saving the lives of many crew members
in the bombers the fighters were
assigned to escort.

At the time, the idea was classified as a

military secret, and subsequently
forgotten. It required the use of large and
heavy magnets, in order to generate the
required field strengths, and is only now
being revived with the advent of new,
high strength magnetic materials.
TECHNOFUEL

PRINCIPLE AND FORMULATION

It functions by means of Ultra
Magnetic Force applied with far
infrared-ray irradiated by specific
ceramic content. The combined
wavelength activates and transforms
the un-combustible elements in fuel
oil into a combustion molecule,
which in effect ionizes it and forms
the molecular structure in order.
TECHNOFUEL
The construction of basic gasoline
molecules is C8H18(8 carbon and 18
hydrogen) and of diesel light oil is
C18H34(18 carbon and 34 hydrogen).

For example, special gasoline such as

MTBE (methyl tertially buchil ether)
contains a lot of oxygen, so this gasoline
makes perfect combustion and does not
create harmful exhaust gas thus prevents
air pollution.

In a nut shell, this device changes the

molecule construction of fuel. It also
changes fuel into a more highly
flammable condition. Thus it increases
the explosive power and removes and
exhausts accumulated carbon. As a
result, the engine recovers original room
capacity and power by the effect of this
device.
TECHNOFUEL
IONIZES THE MOLECULAR STRUCUTRE INTO
A COMBUSTIBLE ORDER

EMISSIONS FILTER TEST

TIME FRAME

DIESEL

PETROL
 TESTING: CHINA SEPT 2003
National Automobile Quality Control Centre
Report No: qs/pr-04
Test Type: Chassis Dyno Test
Date: September 9th, 2003
Engine Model: CA4GE water-cooled PETROL
Type: In-line EFI
Engine No. 00061196
Cyl Dimension: 87.5x82
Displacement: 2.213
Compression Ratio: 8.5:1
kW (rpm): 75 (4400)
N.m (rpm): 175 (2800)
Total Efficiency: 1.1% up to max 1.6%
Load Factor Minimum Fuel Consumption
1500 rpm: 0.7% Down
2500 rpm: 0.8% Down
3500 rpm: 0.3% Down
Load Factor Maximum Fuel Consumption
1500 rpm: 4.8% Down
2500 rpm: 5.1% Down in fuel consumption
3500 rpm: 3.1% Down

Total Exhaust
CO: 21.8% Down
HC: 15.0% Down
 TESTING:
AUSTRALIA SEPT 2003
Vipac Engineers & Scientists Melbourne Aust

INTRODUCTION
The following report details the results
achieved when a Nissan Patrol Wagon,
Vehicle Identification Number
JN1WRGY60A0008698 was tested in
accordance with the methods outlined in
EEC 70/220 (94/12 Euro II), at Vipac
Engineers and Scientists Vehicle Emissions
Test facility, Altona, Australia T4009.

Two Type 1 tests were undertaken on the

vehicle, the first of which was conducted
with the vehicle in Standard Condition.
Following this initial test, the client installed
into the Fuel Line a device with the potential
to reduce Undesirable Exhaust Emissions,
namely Carbon Monoxide (CO), Total
Hydrocarbons (THC), Oxides Of Nitrogen
(NOx) and Particulate Matter (PM10), and
also increase the Fuel Efficiency of the
vehicle.
PROCEDURES
The testing was carried out in accordance with the
procedures listed in EEC-70/220 (94/12 - Euro II); Uniform
Provisions Concerning The Approval Of Vehicles With
Regard To The Emissions Of Pollutants According To
The Engine Fuel Requirements.

The test was conducted using an equivalent inertia

setting of 2040Kg, with a Road load power absorption
figures at 80km/h of 11.18kW. The fuel used for the tests
was regular pump diesel fuel as agreed between the
client and test facility.

TEST VEHICLE SPECIFICATIONS

MANUFACTURER Nissan Motor Company Ltd.
MAKE Nissan.
MODEL Patrol 4 x 4.
ODOMETER 257509Km.
BUILD DATE 1989.
VIN NUMBER JN1WRGY60A0008698.
ENGINE TYPE Nissan TD42 –
Indirect Injection Diesel.
ENGINE CONFIG 4.2 Litre I/L 6Cyl
Mounted Longitudinally.
MAXIMUM POWER 85kW @ 4000rpm
MAXIMUM TORQUE 264Nm@2000rpm
TRANSMISSION 5spd Manual.
TYRE SIZE 31 x 10.5 R15 Ridge Runner
15" x 7" Rims.
EQUIVALENT INERTIA 2040Kg.
ROAD LOAD @ 80 kph 11.18kW.
Vipac Test 1 (Prior to Fit)
EEC-
EEC-70/220 (94/12)EURO II TEST 1 - 25/09/03 STANDARD VEHICLE
SPECIFIED grams/Km MEASURED grams/Km
(Vehicle Category N 3)
Carbon Monoxide (CO) 1.50 0.63
Total Hydrocarbons 1.20 1.30
(THC) &
Oxides Of Nitrogen
(NOx)
THC 0.07 NOx 1.23
Particulates 0.17 0.06
Carbon Dioxide (CO2) Not Applicable 295.4

ECE R-
R-101 FUEL CONSUMPTION (25/09/03)
(Urban & Extra Urban Cycles Combined)
11.3 Litres/100Km

Vipac Test 2 (After Fit)

EEC-
EEC-70/220 (94/12)EURO II TEST 2 - 16/10/03 WITH DEVICE INSTALLED
SPECIFIED grams/Km MEASURED grams/Km
(Vehicle Category N 3)
Carbon Monoxide (CO) 1.50 0.62
Total Hydrocarbons 1.20 1.26
(THC) &
Oxides Of Nitrogen
(NOx)
THC 0.07 NOx 1.19
Particulates 0.17 0.03
Carbon Dioxide (CO2) Not Applicable 277.3

ECE R-101 FUEL CONSUMPTION (16/10/03)

(Urban & Extra Urban Cycles Combined)
10.6 Litres/100Km
 50% Reduction in PM10
It can be seen from the exhaust emission test
results of the vehicle when tested in accordance
with the procedures incorporated within EEC
70/220 (94/12) Euro II that some benefits were
achieved following the installation of the device
under test.

The most significant of these benefits being the

reduction in the emission of Particulate Matter
(PM10), which showed a reduction of the order of
50%.

5% Reduction in Fuel
Consumption
The Tailpipe Emissions of other undesirable
pollutants, namely Carbon Monoxide (CO),
Total Hydrocarbons (THC) and Oxides Of
Nitrogen (NOx) show slight reductions
following the installation of the device,
however these reductions are within the
Uncertainty Of Measurement

The fuel efficiency of the vehicle was

enhanced due to the reduction in the
emission of the “Greenhouse Gas” Carbon
Monoxide (CO2), helping to achieve a
reduction in fuel consumption of the order of
5% between the two tests.