Nanotechnology for Optimum Machine Efficiency
Efficiency Technologies
Dedicated to providing our clients with cost savings
through nano-particle design and application
Benifits:
• Improved engine performance
• Safe and thorough engine cleaning
• Longer oil life and better lubrication
• Lower emissions & engine noise
• Demonstrated fuel savings
• 12.000/15.000 hrs. wear protection
Introduction.
Scientists agree about the possibilities of Nanotechnology. It is concerned with the
world of atoms and molecules at the nanometre scale. The main objective of nano
technology is to manipulate and to change the atoms’ behaviour; to develop new
atomic material with new characteristics. With nano technology it is possible to
modify atomic structures with the purpose of creating new product features. Nano
particles are particularly interesting as at this scale their characteristics and
chemistry can be totally different to their rough opposite. For example, nano
particles on surfaces lead to an increasing chemical reaction, i.e. a catalytic activity.
By changing the atomic structures there can be a huge impact on the normal
parameters.
The Nano molecules are formed by self-organization and dissipative
structures
Current nano-technology gives us the opportunities to produce nanodimensional working shifts. The Sol-gel method and the self-assembling monolayer
(SAM) are recognized techniques and principle building blocks for the design and
manufacture of Nano particles.
Molecular self-assembly is also an important factor. Self-assembly is a “bottom-up”
manufacturing technique in contrast to a “top-down” technique where the desired final
structure is created from a larger block of matter. Using molecular self-assembly the
desired structure is programmed in to the shape and functional groups of the
molecules.
The complete NPS Engine Improvement system is based on designing the desired
structural properties to exploit these techniques so that under correct conditions,
namely the availability of a correct bonding surface, heat and frictional energy, a
synthetic colloid with the desirable particle shape is made available at the surface.
The colloid system is able to actively respond to the changing demands of the
operating environment.
The material components of NPS Engine Improvement (Si02, AI203 and C) and their
specific relative mixtures are able to make use of superfluous energy resulting from
frictional processes to form the tribocoat structure. NPS Engine Improvement Nano
building blocks build up a net structure under pressure and temperature.
Theory demonstrates that a thermo- dynamic imbalanced process can organize
and regulate the materials; this is the cause of the self-organised structure that is
created and its effects on operation.
Using the example of the combustion engine it means that a small part of the engine
energy, which was used for friction earlier (causing heating and wear of
some of the parts), is now used to build up and support the self-regulating structure.
As a consequence it leads to a change of the friction ratio, a decrease in wear and
an increase in the effectiveness of the engine.
Technology.
Nano Engine Improvement is an amorphic powder;
disorganized structures rather than organized crystalline
Nano Powder
structures. It is known that amorphic materials have less
viscosity than crystalline materials. They are also less hard
and less brittle. The principle purpose of the
nano-particles is to minimize friction and wear on the active centres of the friction
surface in composite engines with a metallic surface.
In practice, through the introduction of Nano Engine Improvement the mechanical
abilities of the moving parts are improved and lubricant operational parameters are
improved. This is usually done by adding it in a one-time process into the engine oil
and possibly the fuel, using these as carriers to the friction surfaces. At the threshold
of the friction surface the process starts by adhering to the metallic surface and
increasing the surface strength. By forming a self-regulating layer on the surface an
optimal geometry develops, capable of reducing wear. As a result, the thermo
dynamic characteristics of the engine improve.
In fuel engines and diesel engines this leads to an improvement of the combustion
process, an increase and balance of compression on all cylinders, an improvement
of the emission profile and reduced acoustic levels.
The Nano Engine Improvement mixture consists of a special mixture of modified
silicon dioxide, aluminium dioxide and plasma processed graphite, which has the
same lubricant capabilities even up to a temperature of 1200 °C. This composition
is produced in a unique method by activating every component.
The mixture is conducive to a self-regulating oil-molecule compound. This compound
allows the oil molecule to reconstruct itself and create a flexible, elastic molecular
structure that adapts flexibly to working conditions. In this process AL 203 has a
cleansing effect whilst also adhering closely to metal friction zones. The Si0 2 ensures
a ball-shaped elastic spherical chain in nanometre terms. The C ensures an
additional lubrication.
This is actually a simplification of the nano-level properties, of which there is not yet a
complete scientific understanding of the changes at the surface that allow the friction
coefficient to be detached from that of the surface material. Ongoing research into the
changes at this scale indicate that a “micro-shearing” of the particles is
taking place, which causes the effect.
The Nano Engine Improvement Powder can be used in every oil product,
including mineral oils, artificial lubricants, fats and artificial fats.
NPS Engine Improvement is not effective in water or alcohol mixtures. The
concentration can be varying dependent on the application area and lies in the region
of 0.001%. The oil is only a carrier to the metallic surfaces. NPS Engine Improvement
works with the lubricant at the boundary, but is itself a surface treatment.
A simplified illustration of the Nano process
Nano Engine Improvement means:
Self-regulating under pressure
Flexible, elastic layer Maintenance
of optimal lubricant features and
performance Improved Operating
Temperatures A stable and
permanent,
firmly adhering Tribo-coat
A minimal friction coefficient in the wear
protection layer, which has a tri-dimensional,
ball-shaped, elastic, net structure of 3 to 700
nanometres formed under pressure and temperature within the friction areas
The diagram shown is a simplification of the nano-scale actions. Current research
actually suggests that these materials use micro-shearing of particles in the tribolayer causing the effect of detaching the friction coefficient from the surface material.
“Self-regulating” means that under pressure and temperature the molecule chains
arrange each other. The molecules can change their size to fit into the working
process. The newly built net structures act like a “dynamic sponge”. Horizontal
friction decreases and the coat cushions vertically. The gel layer fits into the friction
surface.
Nano Engine Improvement defines the lubricant as a construction element
Nano Engine Improvement is designed to work in conjunction with an existing
lubricant system to enhance and improve the existing benefits of a lubricant. The
coating benefits a working process by interacting with the lubricant as well as the
friction surface itself.
Over time the requirements for lubricants have changed a lot. Today, lubricants must
be able to fulfil special requirements. Oils consist of significant percentages of
additives, to achieve a number of capabilities; dispersant, corrosion inhibitor, metal
deactivator, oxidation inhibitor, improved pour-point, decreased friction, foam damper,
decreased wear and viscosity index improvement. The aim is to create a complete
system with particular outcomes. Nano Engine Improvement builds upon this base
level and enhances the system by forming an enhanced layer that retains the basic
lubricant layer as it core.
If it is to work optimally, the system requires the following:
Improve the aging process of the
aggregate, through wear
protection & friction improvement
Decrease operating costs, through
lower oil consumption, elongation of
oil change intervals, lower emissions
and lower fuel consumption
To define the lubricant as a construction element you have to analyze the casualties.
First the surface structure, the movement of highly stressed working parts are
relevant to the tribological functionalism of the system.
The aim is for an improvement of surface functionalism – to ensure an ideal
geometry for friction partners, an improvement of wear protection and the friction
terms as well as an increase of the working efficiency of the aggregate.
Within tribological systems, lubricant builds a layer in between moving surfaces. This
lubricant layer is designed to reduce the friction power between the tribo partners. In
utilization, lubricants are influenced by adherence, viscosity, and pressure. To use the
complete abilities of the lubricant it is necessary for a constant film to exist across the
whole of a friction surface.
The reduction of abrasion and adhesion wear can be optimized by the appropriate
configuration of the surface profile. The requirement is to create a topography that
has an adequate lubricant supply. The occurring friction of an optimal tribo system
(factors are speed, temperature, time, strain) in permanent use should be a liquid
friction. This status is called Hydrodynamic (full-film) lubrication.
Hydrodynamic lubrication prevents wear in moving parts, metal to metal contact is
prevented, the coefficient of friction is lower than with boundary-layer lubrication. The
scale of these films are in the order of micrometers.
Hydrodynamic lubrication requires a thin, converging fluid film, relative tangential
movement of the sliding surface and an adequate volume of lubricant. The thickness
of the film must exceed the combined roughness of the surfaces. . Therefore the
lubricant viscosity and additives, as well as the creation of an optimal function
surface, are all important.
It has been shown that the definition of roughness with the typical measures for
tribologic requirements is not particularly appropriate. The topography of these
surfaces should be created directly. Open structures are necessary to ensure an
adhesion of the lubricant.
Influenced by:
- Oil load
- Kinematic
- Topography of the sliding surface
These desirable lubricant properties lead to 2 important questions
1. Which nano particle resource would provide such an impact?
2. After which physical principle does it act?
Desirable Particle Requirements:
Reduction of friction and increase of wear protection
High adhesion and compression strength
Counter oil ageing
Elastic, flexible effect adjusting to working conditions
Ensure surface topography is optimally and
continuously adjusted to the working process
It is also essential that the particle does not change the chemical recipes of the
lubricants, nor the geometry of the composite engines. In Appendix 1 there is a
detailed description of the main points concerning the oil and its additive ingredients
and the safe utilization of NPS Engine Improvement
Guides to suitable materials may be given by historical extras for lubricants, such as
metal oxides, graphite and macro crystal silicon oxide (SiO2).
Theory shows a synthetic polymer in the nano scale made from SiO2 along with
other matter brings the desired attributes together; the approved friction properties of
SiO2 and the self-organising, nano-scale structure on the friction surfaces for
topographical improvement. Nano-crystal SiO2 can form an elastic, ball-shaped tridimensional net structure.
Attributes of a polymer Silicon oxide.
Structure: light, white powder
Geometry: ball-shaped
Roentgen structure: amorphous
Mean particle size: 7-15 nm
BET surface: 133-140 m²/g
The Nano Engine Improvement powder has a strong agglomerate status. In a
liquid like engine oil it forms a constant interaction with the lubricant layer. The oil
molecules fix onto the huge inner surface of the polymer SiO2 units. The newly
formed “SiO2 gel” is now freely available. During the mechanical working
procedure it sediments onto the friction surface and using external energy it can
build oil-bearing chains of molecules. These “chains” turn a dynamic friction into a
roll friction.
Testing NPS Engine Improvement.
The following sections briefly describe the result of tests using NPS Engine
Improvement to demonstrate how the material performed. Tests 2,4 and 5 are part of an
independent study by TUV Germany to certify the properties of the material - a
requirement fulfilled to achieve commercial insurance for use of NPS Engine
Improvement from Allianz. Test 1 was performed by the University of Bielefeld (Northern
Germany). Test 2 by the University of Lübeck. Test 6 and Test 8 were part of Case
studies on Haulage units and Cargo vessels by the company, with independent data
collection by Shell lubricants and the operators. Test 7 is an extract from a Case study
on a car by the University of St. Petersburg.
1. NPS Engine Improvement is a nano particle, amorphous powder
The method of the specific surface by Brunauer/Emmett/Teller was used for the
analysis of the particle matter attributes.
The analyzed sample is a stable agglomerate, mostly meso mixture of materials and
has a high specific surface of 155m²/g. The particle structure of the mixture of
materials is amorphous. The geometry of the particles is ball-shaped. The particle
aperture is 14 nm.
The figure below shows how the particles are well distributed across the surface
(taken by the University of Bielefeld (Northern Germany).
2. NPS Engine Improvement improves friction and
wear values. (TUV)
Tribological tests were performed to
substantiate claims for the particle.
The test used 85W90-GL4 gear oil.
It was concentrated with Nano
Engine Improvement at a dosage of
20mg per litre.
Before the test, test pieces were put
in the oil for 1hour at 50C. For
comparison, there was an identical
test with non-additive gear oil.
NPS Engine
Improvement
The analysis with a universal tribo meter using pen and glass test pieces showed that
the NPS Engine Improvement had less frictional resistance on the friction surface of
the test pieces. At the test stage of 800N there was a stabilized friction resistance with
a coefficient value of 0.08.
For the non-additive gear oil the friction resistance decreases over the whole test
period of time. This is as a result of the friction heating the oil, causing the viscosity
of the oil to decrease. The wear protection of the oil is also reduced as a result.
The opposite is true when using of NPS Engine Improvement. The friction coefficient
at the test area of 300-600N has great, but dynamic fluctuations. The NPS Engine
Improvement components sedimented on the surface compensate the test load and
use the force to form a wear protection coat. The fluctuations decrease with an
increase of the test load. At 800 N they are constant and independent from the test
load.
Fig.8 – Friction Value
analysis : 0-10 min
NPS Engine Improvement
Fig.9 – Friction Value
analysis : 900-910 min
NPS Engine Improvement
At the shown test area of 1,000 N (Fig. 8 and 9) there is a constant and dynamic
effect shown in the Nano layer in comparison to the non-additive gear oil. In practice
this means less wear. The balanced curve progression is due to cushioning through
the elastic coat.
The analysis of the key wear data demonstrates the same conclusion. The wear
characteristic of the friction surface when using NPS Engine Improvement and
non-additive oil is shown in Fig. 10.
For the non-additive gear
oil the attrition size
increases up to 600N.
This is caused by the
heating of the test piece
through friction and its
NPS Engine Improvement
specific material
enlargement. At a test
load of 800N a
measureable attrition is
notable.
Fig. 10 : Attrition Analysis – Comparison of 85W90 and 85W90 concentrated with 5mg NPS Engine Improvement
NPS Engine Improvement has a notable effect on the attrition value. The test piece
was not heated to the same extent through friction. At a test load of 700N there is
less attrition. At the test load of 1,000 N the attri tion is nearly zero.
In comparison to the non-additive gear oil,
examine the trend of the specific attrition rate.
The result is that standard gear oil 85W90GL4
has a specific attrition rate of 5*10-5 mm³/Nm
and Nano Engine Improvement-gear oil has
an attrition rate of 3*10-6 mm³/NM.
The wear analysis showed that the wear
protection of 85W-90-GL4 with 0.5% of Nano
Engine Improvement at an impact of 1,000 N,
improved by 94 %.
For the evaluation of abrasion decreasing abilities of a product or additive it is
necessary to record indicated parameter data and also to conduct a screen analysis.
Fig. 11 : W ear screen of the test panel (Zoom x100) , Test load 1,000 N, 65,000m
85W-90 Non-NPS Engine Improvement oil
85W-90 NPS Engine Improvement oil
Pyrolyzed due to
high temperatures
The screen shows that the 85W-90 gear oil is pyrolyzed due to the high
temperatures. The residues sediment on the friction surface and cause wear.
The NPS Engine Improvement (20mg/litre) screen shows lowest sediments of oil plague. The
friction surface is protected. The typical glow discolorations do not occur, which means an
optimal friction process.
3. NPS Engine Improvement is most effective under pressure.
The figures above for friction and attrition analysis pose a question. How does
NPS Engine Improvement perform on a modified friction surface at the
maximum load?
Therefore a test was performed using the four ball shaped apparatus specified by
DIN 51350-Part 4. The choice for the test oil was the half synthetic 10W40 engine
oil, which was concentrated with 40mg per litre of Nano powder
Before starting, the test pieces were put into the test oil for a specific period of time. It
started with a test load of 300 N. The test normally ends when the apparatus stops,
which results from either the high walk power or the fusion of the test balls.
Figure 12 (below) shows the course of the single test stages from 3,600N. Altogether
a test area of 300 to 12,000 N could be managed.
Fig. 12
It is notable that the VKA apparatus only stopped due to the high walk loads and not
due to fusion. After 10 sec there was a steadiness of the friction values in every test.
A friction diagram with a sectional view at 10 sec test time was made to show the
superior output of NPS Engine Improvement. In that case there is get a critical
test point at a force effect of 3,400 N
In Fig. 13 (below) the friction coefficient values average around 0.1 for a force effect
of 3,200 N. At 3,400 N the friction value increases promptly and shakes out.
The 10W40 oil
has a force effect
of 3,200 N
In practice it is
assumed that the
aggregate state
is not operable.
The formed elastic net structures of NPS Engine Improvement countered the
process and balanced out the power charge. At a charge of 12,000N, attrition of
the test balls was not shown.
Attrition statistical data (DIN 51350-05-E) was also collected. The average scar
diameter was measured at 0.45mm.
This value is excellent. It is in the range of the lowest attrition / wear (DIN: E=0.46
mm). Values of commercially available products are above and beyond 0.5mm
Non-NPS Engine Improvement
With NPS Engine Improvement
4. NPS Engine Improvement forms a firmly adhering wear protection layer.
(TUV)
The VKA-abrasion rating analysis posed another question. How long can
the NPS Engine Improvement layer support the mechanical process under complete
lubrication loss?
Therefore a test with insufficient lubrication on the universal tribometer with the
test pieces (pen and glass) was conducted. The test oil was the half synthetic
10W40 engine oil, which was concentrated with 20mg per litre of Nano powder.
Before the test the pieces were put into the test oil for a specific period of time. It
started with a test load of 300 N.
The analysis of the test data showed that the usage of NPS Engine Improvement
extended the mechanical process and prevented deadlock by 85 minutes.
Examination of the diagram below shows that under circumstances of dry running
the oil film cracked and oiling was not available. If the oil film cracks in such critical
areas, it threatens both the normal status and severe abrasion of the friction
partners. However, at this point the Nano powder layer, which was formed under
pressure and temperature, has taken over the wear protection and the lubrication
function.
Dry run NPS Engine
Improvement
At approx. 2,000m the oil
cracks and the attrition
increases.
There is an increase in
temperature, but the
apparatus is not
deadlocked.
Increasing the test load
up to 400 N results in
attrition growing promptly.
The apparatus then
deadlocks through fusion.
5. NPS Engine Improvement ensures an elastic layer and absorbs friction
Energy. (TUV)
The SRV II test apparatus was used to examine the working effect of the Nano
powder layer concerning friction, attrition and temperature (DIN 51834 test).
The test oil was 5W40 engine oil, which was concentrated with 20mg Nano
powder per litre. Before the start the test pieces (ball and disc) were put into the
test oil for a short period of time. It was tested in a load between 50 and 1,500 N.
At 50 N the friction value of the oil in comparison to the non-additive oil 5W40 lies
0.02 higher.
This progression is
characteristic for this
power charge to build a
dynamic, elastic net
structure.
At 500 N the friction
value is below the
standard oil.
At 1,500 N it is in a circula
oscillation.
This curve progression shows the self-regulation process of NPS Engine
Improvement layer formation under continuous power and energy (see Introduction).
The friction values on their own are not sufficient - the analysis of the attrition values
showed that even at higher friction vales the attrition in NPS Engine Improvement-oil
is declining.
Conclusion: Part of the frictional generated negative wear strength is used for the
process of self-regulation.
The attrition of the oil
lies below the attrition of
the standard oil.
The curve progression
at a test load of 1,500 N
is linear and has no
oscillation - unlike the
standard oil.
It is also necessary to examine the temperature development in the attrition test in
connection with the friction and attrition values.
The temperature analysis (below) showed that the standard-oil at a test load of 1,500
N was at the limit of the thermal charge. This results in a decrease of viscosity and a
corresponding decrease in the wear protection.
Using the NPS Engine
Improvement-oil the
temperature is constant
and independent from
test load, holding at 80 °C
NPS Engine Improvement
absorbs the surplus energy
and counters the viscosity,
the attrition and the aging of
the engine oil, preventing
excess wear
-------- 5W40 Motor oil
-------- 5W40 NPS Engine Improvement
6. NPS Engine Improvement improves the power parameters of the engine.
NPS Engine Improvement-oil was mixed into the engine and gear oil on a truck
running under normal operational conditions. The target was to record results for
the power parameters before and after the utilization. The test piece was a two
year-old Zetor truck.
Figure 18 (below) shows the engine performance for the complete test period.
Remarkable is the extreme power movement in the lower rpm range of the engine.
Especially as this area is particularly important for the trucks routine operation.
After the utilization of NPS Engine Improvement, especially at the lower rpm range,
the engine has an average power improvement of 33.1 KW. The truck was used in
routine agricultural haulage through the whole time of the trial. This was important, as
NPS Engine Improvement demonstrated that the tribological test results can be
confirmed in practical experience too.
There is an engine
performance movement of
about 1,000 rpm in the lower
rpm range. That means at
1,400 rpm full power is
available.
At the same time in this rpm
range there is higher engine
performance
-------After NPS Engine Improvement
-------Before NPS Engine Improvement
(Increase from 58 KW to 76
KW ).
Similar tests were repeated on a passenger car demonstrating improved power and
better compression. The maximum power output of the test passenger car before
utilization was at 6,000 rpm. At this point it developed 55.5 KW. After utilization the car
had its maximum power at 4,800 rpm with 57.1 KW developed – an improvement of 1.6
KW compared to before in peak power and a reduction in the required RPM to achieve
it.
Before NPS Engine Improvement
After NPS Engine Improvement
There was also a measured improvement in compression.
7. NPS Engine Improvement cleans the friction surface.
To completely examine NPS Engine Improvement, it is also necessary to evaluate the
friction surface The following pictures are from an engine that had run for approx.
80,000 km, but fig. 20 shows the engine having been treated with NPS Engine
Improvement. The focus for these tests was concerned with improving power
outputs.
Fig. 19: Stroke high contaminated (80,000km)
Fig. 20: Stroke without contamination (NPS Engine Improvement
utilization)
On the surfaces of the cylinders its visibly obvious that there is no contamination of
the friction surface after using NPS Engine Improvement. Nearly every
contamination has been cleaned from the cylinder wall. Before NPS Engine
Improvement forms a coat, the surface gets a system-safe cleaning. After that a
nano-particular abrasion structure is formed.
This special ability of NPS Engine Improvement is also unique; it cleans the friction
surface without the use of dissolver. By forming a self-organizing, permanent
abrasion wear protection with a dynamic and flexible operation under friction, an
output improvement for the aggregate is achieved. This engine test demonstrated
an improvement of approx. 30 % through the improvements as a result of the NPS
Engine Improvement technology.
8. NPS Engine Improvement counters the oil aging process and decreases oil
Consumption
The NPS Engine Improvement surface modification and the resulting new
mechanical circumstances lead to the evaluation of the qualitative abilities of the
lubricants during operation.
For engine oil there are standardized indication parameters to confirm the quality of
oil. The lubricant load of all contaminates can be measured, this includes the metallic
abrasion parameter, the physical oil balance, and the acid and base number. This
data can be used to indicate if the oil is bearing up to abrasion or if it has to be
changed and renewed.
A very significant data indicator in oil abrasion tests is to determine the acid and
base number. The acid within the engine oil increases over time due to the products
released from combustion. Classic abrasion protection additives protect the surface.
The additives achieve this by neutralizing the acids. The output of the oil worsens as
the additives are used.
A practical application was performed to demonstrate NPS Engine Improvement’s
ability to extend oil llifetime in a Cargo vessel. An improvement of the acid capacity
by an average of 10% was recorded.
The lubrication circuit of a ship engine has to be supplied with fresh oil daily to
ensure a good oil balance and also a good quality of oil. But the quality during the
launch process cannot be compared with the quality of the daily fresh oil supply.
The acid capacity of the lubrication increases by 10%, demonstrating that NPS
Engine Improvement does not produce any oil acid product. At the same time the
modified surface of the strokes and cylinders mean far fewer combustion products
within the
lubricant, which is positive for the acid capacity and counters the oil aging process as
well as the oil consumption.
1
2
3
4
5
03/31/07
Before Utilization
16.8
Difference
08/07/07
Before Utilization
18.2
1.4 to 1
Improvement
8.3 % to 1
10/04/07
After Utilization
18.5
1.7 to 1
Improvement
10.12% to 1
04/18/08
After Utilization
26.5
9.7 to 1
Improvement
57.74 % to 1
10/23/08
After Utilization
31.9
15.1 to 1
Improvement
90 % to 1
Differences
1.4 to 1
Improvement
8.3% to 1
0.3 to 2
Improvement
1.65% to 2
8 to 3
Improvement
43.25%to 3
5.4 to 4
Improvement
20.45% to 4
The table below shows more summary data from another Vessel trial – note the
avoided oil changes.
Machine Working Hours before Use
54,432 hrs
Duration of Examination
11,752 hrs
Examination BEFORE use
Test
Objectives
Examination AFTER use
BEFORE
AFTER
Analysis of
Bearing
Shells
RESULTS
After 300 hours there has been a cleaning of the
friction surface.
The deposits from combustion have been detached.
Compression
Pressure
25.3 kg/cm3
32 kg/cm3
After 2,000 hrs
optimal results were
achieved and
continued to the end
of the monitoring
period at 11,752 hrs
26.48%
Improvement
Friction
0.11 – 0.15
Friction coefficient decreased. After 6,105 hrs it
achieved the optimal result and remained there
Temperature
2 – 4.5 °C
Temperature decreased from average between 2
and 4.5 °C
Vibration
15.9 mm/s
7.2 mm/s after 300 hrs
6 mm/s after 11,752 hrs
Oil
Consumption
320 litres
260 litre after 300 hrs
240 litre after 600 hrs
190 litre after 6,105 hrs
Fuel
Consumption
70.38 litres / 30 min at
450 KW
54.71% Improvement after 300 hrs
62.26% Improvement after 11,752 hrs
An oil change is
expected after 3000
hrs. At the end of
monitoring (11,752
hrs) and again at a
later test (18,700 hrs)
no oil change was
required (determined
by oil analysis). As a
result 4 oil changes
were saved in the
study period.
18.75% Improvement
after 300 hrs
25.00% Improvement
after 600 hrs
40.62% Improvement
after 6,105 hrs
63.32 l after 6,105 hrs
10.30% Improvement (7.06 l / 30 min)
61.62 l after 11,752 hrs
12.45% Improvement (8.76 l / 30 min)
Appendix 1
Detailed Description of oil and their additives in connection with NPS Engine Improvement additive
Objective
Detergents
Short-Definition
Link to NPS Engine Improvement
...are cleaning supplies;
The nano particles of AL2O3 are for cleaning
and react with the metallic surface. This
protects the interior of the engine from oil
gumming.
The particles do not adhere or interfere with
seals and joints
Detergents may not be too abrasive,
because the elastomeric and rubber joints
could be damaged;
Dispersants
Corrosion
Inhibitor
Primary they should hang at poise oil
insoluble foreign matter. These matters are
micro metal oxides.
In NPS Engine Improvement-oils there is a
nano powder concentration of 0.001 %. In
the agglomerate status the powder has 14
nm scale, under pressure and temperature
only 3nm. To get dispersion, hang at poise
and a greater diffusion at the cold status of
the oil, special dispersants are necessary.
Corrosion is an electro chemical incident,
in which the targeted metal oxides and the
aggressive medium gets reduced.
The SiO2 within NPS Engine Improvement
is a synthetic, nano particular, amorphous
powder. SiO2 is also known as chert.
Their task is to protect the friction surface
against sulfuric acids and to be
hydrophobic
At the nano scale SiO2 is able to form an
elastic, ball –shaped
...to hang at poise;
W ater and acids cannot dismantle the SiO2
structure
Metal –
deactivator
Metal-deactivators encase the metals as
well as the metal ion and disable the
catalytic cause of the oil aging. Therefore
complex organic sulphur and nitrogen
reactions are useful. Unfortunately too high
a sulphur ration causes a faster aging. It
would be better if it were organic material
to liquidate the hydrogen.
NPS Engine Improvement is liquidating the
hydrogen ratio within the metal surfaces,
which leads to a firmly adherence surface.
The linear oil molecule structure is formed
into a ball- shaped molecule structure.
Oxidation
inhibitors
The Oxidation of lubricants is also called
“aging”. This happens through a high
temperature and is a chemical reaction of
carbon and oxygen.
Antioxidants used e.g. Zinc – dithio –
phosphate, counter the aging process.
NPS Engine Improvement ensures a
constant temperature and viscosity even at
high pressures. Protection and regeneration
in the dynamic system extend the oil
molecules lifetime
Note: This process causes oil sludge,
especially in combustion engines, resulting
in remainders like resin or black carbon
Improve
Pourpoint
= Improving
circulation
The Cloudpoint of a mineral oil describes
the temperature at which the oil gets
cloudy through dispersion of paraffin.
The Pourpoint describes the temperature,
in which the oil is still able to circulate. The
solidification point is when the oil does not
circulate anymore at a specific
temperature. W hen the lubricants cool
down in special temperature areas, the
paraffin is dispersed and crystalized. To
ensure that the crystals do not connect with
each other to make the oil cloudy and
accelerate the aging process, they must be
free moving in the oil
Nano-Powder is amorphous and through
the net structure it is able to hang these
crystals at poise at the Cloudpoint-Process
Friction
decrease
Attrition
decrease
Improving
Viscosity
Index
A decrease of the friction raises the
coefficient of the engine and leads to fuel
savings rather than a power improvement.
By reducing the mechanical friction loss
with the help of the lubricants there are two
possibilities: At liquid friction it happens
through a decrease of viscosity, and at the
area of friction through the supply of friction
inferiors like Friction Modifiers.
Note: By decreasing the viscosity the
area of the friction mixture gets bigger due
to specific minimal viscosities. This harmful
effect must be balanced through decreased
friction additives.
W ith NPS Engine Improvement you improve
the geometry of the friction surface. The
molecules are flexible due to their labor
conditions. Through forming a “dynamic
sponge” there will be a horizontal roll friction
and a vertical cushioning effect
The task of the additives is to disconnect
and to form new sliding layers. Through
this you can avoid a weld of the lubricating
points as well as a decrease of the
abrasion. Therefore EP additives were
used to prevent the abilities of the oil.
These could be Molybdändisulphite,
Graphite, Zincdialkyldithiophosphate.
NPS Engine Improvement warranties a
wear protection under high pressure
These are additives which adjust due to
different temperatures.
It is about the functionalism of a wide
temperature area from W inter to summer,
and North to South Europe.
Result is a systematic friction reduction
without changing the geometry of the
aggregate, leading to improvement of the
indicated parameters at the same time.
The ingredients of NPS Engine Improvement
are not normal solids. Nano powder-SiO2,
Al2O3 and C are within the nano meter area
and are modified to affect the dynamics of
the components
At high temperatures the viscosity does not
decrease so much that the oil layer gets cut
and at low temp. the oil does not get jellied.
The criterion of exclusion is the oil adjusts
flexible to the temporary conditions.