FFX Fuel Treatment Evaluation

For
Fuel Efficiency and Emissions Reductions
With
Kinsley Ready mix
Utilizing
The Carbon Mass Balance Procedure

Final Report
July 2009
Prepared by:

Kim LeBaron
CMB Engineer

For:

MyDailyChoice
 CONTENTS
Preface Page 3

Executive Summary Page 4

Introduction Page 4

Test Method Page 5-10

Instrumentation Page 10-11

Test Results Page 11-12

Conclusion Page 12

Appendices
Appendix I Exhaust Particulate and Fuel Graphs

Appendix II Carbon Balance Compilation Sheets

Appendix III Raw Data Sheets

Appendix IV Estimated Cost Savings

2
 WHAT IS
THE
CARBON BALANCE TEST PROCEDURE?

PREFACE
Fuel consumption measurements by reliable and accredited methods have been
under constant review for many years. The weight of engineering evidence and
scientific theory favors the carbon balance method by which carbon measured in
the engine exhaust gas is related to the carbon content of the fuel consumed.
This method has certainly proven to be the most suitable for field-testing where
minimizing equipment down time is a factor.

The inquiries of accuracy and reliability to which we refer include discussions

from international commonwealth and government agencies responsible for the
test procedure discussed herein. This procedure enumerates the data required
for fuel consumption measurements by the “carbon balance” or “exhaust gas
analysis” method. The studies conducted show that the carbon balance has
been found to be a more precise fuel consumption test method than the
alternative volumetric-gravimetric methods.

The carbon balance test is a fundamental part of the Australian Standards

AS2077-1982. Further, the carbon balance test procedure has proven to be an
intricate part of the United States EPA, FTP and HFET Fuel Economy Tests.
Also, Ford Motor Company characterized the carbon balance test procedure as
being “at least as accurate as any other method of volumetric-gravimetric
testing.” (SAE Paper No. 750002 Bruce Simpson, Ford Motor Company)
Finally, the Carbon Balance procedure is incorporated in the Federal Register
Voluntary Fuel Economy Labeling Program, Volume 39.

The following photographic report captures a few of the applicable steps

necessary for conducting a reliable and accurate carbon balance test. As will be
documented, every effort is made to insure that each test is consistent,
repeatable, and precise. More importantly, it will be even clearer as to why the
Carbon Balance Test has such a high degree of acceptance and reliability.

3
EXECUTIVE SUMMARY
The FFX Fuel Treatment manufactured and marketed by MyDailyChoice, Inc.,
has proven, in laboratory and field-testing, to reduce fuel consumption in the
range 3% to 10% under comparable load conditions. It also has proven to
significantly reduce carbon emissions.

Following discussions with Chris Robinson (FFX Representative) and Kinsley

Ready mix, it was determined that a fuel consumption analysis should be
conducted utilizing a 2006 Freightliner dump truck with 3406 Caterpillar engine
and a 1999 International mixer truck with an N 18 Cummins engine. Differing
engine types with somewhat dissimilar accumulated operating hours were
evaluated in an attempt to determine the affects of FFX fuel combustion catalyst
in dissimilar engine types and emissions configurations.

Integral to their business, Kinsley Ready mix delivers concrete to Kinsley,

Kansas and surrounding areas. Unfortunately, there has been a significant
amount of precipitation throughout the Midwest thus far, which has scaled back
concrete operations and minimized accumulated equipment engine hours.
Accumulated engine hours were below the suggested recommendations for
optimum catalyst benefit. However, the data collected during the treated
segment of the evaluation for emissions and fuel consumption shows typical
improvements with the organo-metallic fuel catalyst FFX.

Further, and as important, the FFX Fuel Treatment was dosed at twice the rate
as normal (.5 ounces/20 gallons) to help improve and accelerate the rate of
catalytic oxidation, due to the shortened working season.

A baseline test (untreated) was conducted on May 19, 2009 using the Carbon
Mass Balance Test Procedure. After which, the pre-selected test equipment
were treated by adding the FFX Fuel Treatment to the on-site diesel fuel storage
tank located at the corporate offices in Kinsley, Kansas. On July 21, 2009, the
test was then repeated (FFX treated) following the same parameters. The
results are contained within this report.

The data showed that the average improvement in fuel consumption, for both
pieces of equipment tested, was 7.7% during steady state testing, using the
Carbon Mass Balance test procedure.

The treated engines also demonstrated a large percentage reduction in soot

particulates, in the range 36% and reductions in harmful exhaust related carbon
fractions. Carbon dioxide reductions, based upon the measured reduction in fuel
consumption, are also substantial.

4
INTRODUCTION
Baseline (untreated) fuel efficiency tests were conducted on both pieces of
equipment on May 19, 2009, employing the Carbon Mass Balance (CMB) test
procedure. FFX supplied sufficient product to correctly treat the on-site fuel storage
tank located at the corporate office. Both owner and operator were then instructed
as to the required dosing regimen for fuelling the bulk storage tank with the FFX
Fuel Treatment. The test equipment was then operated on FFX catalyst treated
fuel for as many hours as could be accumulated considering the saturated weather
conditions of the region (at least 300 - 400 hrs of engine operation are
recommended). At the end of the engine-conditioning period (July 21, 2009), the
engine tests were repeated, reproducing all engine parameters. The final results,
along with the data sheets, are contained within this report.

TEST METHOD
Carbon Mass Balance (CMB) is a procedure whereby the mass of carbon in the
exhaust is calculated as a measure of the fuel being burned. The elements
measured in this test include the exhaust gas composition, its temperature, and the
gas flow rate calculated from the differential pressure and exhaust stack cross
sectional area. The CMB is central to the both US-EPA (FTP and HFET) and
Australian engineering standard tests (AS2077-1982), although in field-testing we
are unable to employ a chassis dynamometer. However, in the case of a stationary
equipment test, the engine can be loaded sufficiently to demonstrate fuel
consumption trends and potential.

The Carbon Mass Balance formula and equations employed in calculating the
carbon flow are a supplied, in part, by doctors’ of Combustion Engineering at the
university and scientific research facility level.

The Carbon Mass Balance test procedure follows a prescribed regimen, wherein
every possible detail of engine operation is monitored to insure the accuracy of the
test procedure. Cursory to performing the test, it is imperative to understand the
quality of fuel utilized in the evaluation. As important, the quality of fuel must be
consistent throughout the entirety of the process.

5
Fuel density and temperature tests are performed for both the baseline and treated
segments of the evaluation to determine the energy content of the fuel. A .800 to
.910 Precision Hydrometer, columnar flask and Raytek Minitemp are utilized to
determine the fuel density for each prescribed segment of the evaluation.

Next, and essential to the Carbon Balance procedure, is test equipment that is
mechanically sound and free from defect. Careful consideration and equipment
screening is utilized to verify the mechanical stability of each piece of test
equipment. Preliminary data is scrutinized to disqualify all equipment that may
be mechanically suspect. Once the equipment selected process is complete, the
Carbon Balance test takes only 10 to 20 minutes, per unit, to perform.

When the selection process is complete, engine RPM is increased and locked in
position. This allows the engine fluids, block temperature, and exhaust stream
gasses to stabilize. Data cannot be collected when there is irregular fluctuation
in engine RPM and exhaust constituent levels. Therefore, all engine operating
conditions must be stable and consistent.

An aftermarket throttle lock is utilized, as one method, to secure engine RPM.

This provides a steady state condition in which consistent data can be collected.
Should the engine RPM fluctuate erratically and uncontrollably, the test unit
would be disqualified from further consideration.

Next, engine RPM and fluid temperatures are monitored throughout the Carbon
Balance evaluation. As important, exhaust manifold temperatures are monitored
to ensure that engine combustion is consistent in all cylinders. It is imperative
that the engine achieve normal operating conditions before any testing begins.

6
Once engine fluid levels have reached normal operating conditions the Carbon
Balance study may begin. The above photograph shows that the engine RPM is
locked in place at 1400 r.p.m., which in this case is the approved operating rpm
with the mixer drum at full speed. It should be noted that any deviation in r.p.m.,
temperature, either fluid or exhaust, would cause this unit to be eliminated from
the evaluation due to mechanical inconsistencies.

Once all of the mechanical criteria are met, data acquisition can commence; it is
necessary to monitor the temperature and pressure of the exhaust stream.
Carbon Balance data cannot be collected until the engine exhaust temperature
has peaked. Exhaust temperature is monitored carefully for this reason.

Once the exhaust temperature has stabilized, the test unit has reached its peak
operating temperature. Exhaust temperature is critical to the completion of a
successful evaluation, since temperature changes identify changes in load and

7
rpm. As previously discussed, rpm and load must remain constant throughout
the entirety of the Carbon Balance study.

When all temperatures are stabilized, and the desired operating parameters are
achieved; it is time to insert the emissions sampling probe into the exhaust tip of
each piece of equipment utilized in the study group. The probe has a non-
dispersive head, which allows for random exhaust sampling throughout the cross
section of the exhaust.

While the emission-sampling probe is in place, and data is being collected,

exhaust temperature and pressure are monitored throughout the entirety of the
Carbon Balance procedure. This photograph shows the typical location of the
exhaust emissions sampling probe.

While data is being collected, exhaust pressure is monitored, once again, as a

tool to control load and RPM fluctuations. Exhaust pressure is proportional to
load. Therefore, as one increases, or decreases, so in turn does the other. The
Carbon Balance test is unique in that all parameters that have a dramatic affect
on fuel consumption, in a volumetric test, are controlled and monitored
throughout the entire evaluation. This ensures the accuracy of the data being
collected. Exhaust pressure is nothing more than an accumulation of combustion
events that are distributed through the exhaust matrix.

8
The above photograph shows one method in which exhaust pressure can be
monitored during the Carbon Balance test procedure. In this case, exhaust
pressure is ascertained through the use of a Magnahelic gauge. This type of
stringent regime further documents the inherent accuracy of the Carbon Balance
test.

At the conclusion of the Carbon Balance test, a soot particulate test is performed
to determine the engine exhaust particulate level. This valuable procedure helps
to determine the soot particulate content in the exhaust stream. Soot particulates
are the most obvious and compelling sign of pollution. Any attempt to reduce
soot particulates places all industry in a favorable position with environmental
policy and the general public.

The above photograph demonstrates a typical method in which soot particulate

volume is monitored during the Carbon Balance test. This method is the
Bacharach Smoke Spot test. It is extremely accurate, portable, and repeatable.
It is a valuable tool in smoke spot testing when comparing baseline (untreated)
exhaust to catalyst treated exhaust.

Finally, the data being recorded is collected through a non-dispersive, infrared

analyzer. Equipment such as this is EPA approved and CFR 40 rated. This
analyzer has a high degree of accuracy, and repeatability. It is central to the
Carbon Balance procedure in that it identifies baseline carbon and oxygen levels,
relative to their change with catalyst treated fuel, in the exhaust stream. The
data accumulated is extremely accurate, as long as the criteria leading up to the
accumulation of data meets the same stringent standards. For this reason, the
Carbon Balance test is superior to any other test method utilized. It eliminates a
multitude of variables that can adversely affect the outcome and reliability of any
fuel consumption evaluation.

9
Identified above is one type of analyzer used to perform the Carbon Balance test.
The analyzer is calibrated with known reference gases before the baseline and
treated test segments begin. The data collected from this analyzer is then
computed and compared to the exhaust matrix carbon content of the baseline
and treated segment of the evaluation. Also, the data recognizes the carbon
contained within the raw diesel fuel. A fuel consumption performance factor is
then calculated from the data. The baseline performance factor is compared with
the catalyst treated performance factor. The difference between the two
performance factors identifies the change in fuel consumption during the Carbon
Balance test procedure

Essential to performing the aforementioned test procedure is the method in which

the task for dosing fuel is performed. It is critical to the success of the Carbon
Mass Balance procedure to insure that the equipment evaluated be given
meticulous care and consideration to advance the process of testing.

INSTRUMENTATION
Precision state of the art instrumentation was used to measure the concentrations
of carbon containing gases in the exhaust stream, and other factors related to fuel
consumption and engine performance. The instruments and their purpose are
listed below:

Measurement of exhaust gas constituents HC, CO, CO2 and O2, by Horiba
Mexa Series, four gas infrared analyser.

Note: The Horiba MEXA emissions analyser is calibrated with the same reference
gas for both the baseline and treated segments of the evaluation. In this case, a
Scott specialty mother gas no. CYL#ALM018709 was utilized for calibration
purposes.

Temperature measurement; by Fluke Model 52K/J digital thermometer.

Exhaust differential pressure by Dwyer Magnahelic.

Ambient pressure determination by use of Brunton ADC altimeter/barometer.

10
 The exhaust soot particulates are also measured during this test program.

Exhaust gas sample evaluation of particulate by use of a Bacharach True

Spot smoke meter.

The Horiba infrared gas analyser was serviced and calibrated prior to
each series of engine efficiency tests.

TEST RESULTS
Fuel Efficiency
A summary of the CMB fuel efficiency results achieved, in this test program, are
provided in the following tables and appendices. See Table I, and Individual
Carbon Mass Balance results, in Appendix II.

Table I: provides the average test results for both pieces of equipment before and
after FFX Fuel Treatment treatment (see Graph II, Appendix I).

TABLE I
Test Segment Miles Fuel Change

1999 Mixer Truck

Treated 1169 - 7.9%

2006 Dump Truck

Treated 1361 - 7.5%

Average (Absolute) - 7.7%

The computer printouts of the calculated CMB test results are located in Appendix
II. The raw engine data sheets used to calculate the CMB are contained in
Appendix III. The raw data sheets, and carbon balance sheets show and account
for the environmental and ambient conditions during the evaluation.

Soot Particulate Tests

Concurrent with CMB data extraction, soot particulate measurements were
conducted. The results of these tests are summarized in Table II. Reductions in
soot particulates are the most apparent and immediate. Laboratory testing
indicates that carbon and solid particulate reductions occur before observed fuel
reductions. Studies show that a minimum 300 to 400 hours, FFX Fuel Treatment
treated engine operation, are necessary before the conditioning period is complete.
Then, and only then, will fuel consumption improvements be maximized.
11
 Table II
Fuel Type Soot
Density Particulates
.835 Diesel
1999 Mixer truck
Untreated 4.41 mg/m3
Treated 2.96 mg/m3
- 33%
2006 Dump Truck
Untreated .44 mg/m3
Treated . 27 mg/m3
- 39%
Average - 36%
The reduction in soot particulate density (the mass of the smoke particles) was reduced by an average
36% after fuel treatment and engine conditioning with FFX Fuel Treatment (See Graph 1, Appendix I).
Concentration levels were provided by Bacharach.

Conclusion
These carefully controlled engineering standard test procedures conducted on both
pieces of test equipment; provide clear evidence of reduced fuel consumption in
the range of 7.7%. In general, improvements utilizing the Carbon Mass Balance
test, under static test conditions, generate results 2% - 3% less than those results
generated with an applied load.

FFX Fuel Treatment’s effect on improved combustion is also evidenced by the

substantial reduction in soot particulates (smoke) in the range of 36% (see
Appendix I). The similar reduction in other harmful carbon emissions likewise
substantiates the improved combustion created by the use of FFX fuel combustion
catalyst (see raw data sheets, Appendix III).

Additional to the fuel economy benefits measured and a reduction in soot

particulates, a significant reduction, over time, in engine maintenance costs will be
realized following treatment with FFX. These savings are achieved through lower
soot levels in the engine lubricating oil, which is a result of more complete
combustion of the fuel. Engine wear rates are reduced resulting in less carbon
build-up in the combustion area. FFX also acts as an effective biocide should you
experience water bottoms in fuel storage tanks; and, an excellent fuel system
lubricant, which improves fuel system lubrication with today’s low sulphur diesel
fuels.

12
 Appendix I

Exhaust Particulate and Fuel Graphs

13
 GRAPH 1

4.5
4
3.5
3
2.5
Kinsley Ready Mix
2
Volume Change
1.5
Treated Level
1
Baseline Level
0.5
0
1999
2006

Soot Particulate Graph

14
 GRAPH 2

1.4

1.2

0.8
Kinsley Ready Mix
0.6 Volume Change
Treated Level
0.4
Baseline Level
0.2

0
1999
2006

Fuel Consumption Graph

15
 Appendix II

Carbon Mass Balance

Compilation Sheets

16
17
18
 Appendix III

Raw Data Sheets

19
20
21
22
23
 Appendix IV

Estimated Fuel Savings

24
 Monthly and Annual
Fuel Savings
With the FFX Fuel Treatment

Estimated: CMB
Carbon Balance Savings
Monthly Fuel Consumption: 2,500 gals. .
Monthly Fuel Costs ($2.00/gal.): $5,000.00
Improvement in Fuel Efficiency: _____ .077%
Monthly Gross Fuel Savings: $385.00

Gross Annual Savings Based On 30,000

Gallons of Diesel Fuel Consumed: $4,620.00

Using the fuel savings data produced from the Carbon Balance test procedure,
understanding the minimal hours accrued with the use of the FFX Fuel
Treatment, the results show that Kinsley Ready Mix will reduce annual fuel
consumption costs by a minimum of $4,620.00. Other cost reducing factors that
will enhance the use of the FFX Fuel Treatment include reduced repairs due to
carbon related failures; extended oil change intervals as experienced by other
FFX Fuel Treatment customers; reduced fuel system repairs with the additional
fuel system lubricant contained in the catalyst; and, increased engine life. These
factors and many more are the reason that so many companies are opting to
implement FFX Fuel Treatment as part of their preventive maintenance program.

Other benefits in using FFX Fuel Treatment are as follows:

Demulsifier: Removes water from fuel.

Biocide: Helps control bacterial growth in fuel.
Polymerization
Retardant: Helps prevent the formation of solids in fuel.
Dispersant: Helps to eliminate existing solids in fuel.
Lubricant: Lubricates the fuel system (fuel pump and injectors).
Detergent: Cleans the fuel pump and injectors.
Corrosion
Inhibitor: Protects against fuel tank corrosion.
Metal
Deactivator: Prevents catalytic oxidation.

25