FUEL ENERGIZERS

A SEMINAR REPORT Submitted by

KUSHAGRA DWIVEDI (09ME000667)

in partial fulfillment for the award of the degree of

BACHELOR OF TECHNOLOGY
in

MECHANICAL ENGINEERING

DEPARTMENT OF MECHANICAL ENGINEERING

SIR PADAMPAT SINGHANIA UNIVERSITY, UDAIPUR-313 601

MAY, 2013

Appendix-II

Acknowledgements I take this opportunity to express my profound gratitude and deep regards to my Head of Department (Mr. Naveen Kumar) for his exemplary guidance, monitoring and constant encouragement through the course of this training. The blessing, help and guidance given by him time to time shall carry me a long way in the journey of life on which I am about to embark.

Lastly, I thank almighty, my parents, brother and friends for their constant encouragement without which this assignment would not be possible.

Kushagra Dwivedi (09ME000667)

Appendix-III

Abstract 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.

Appendix-IV

TABLE OF CONTENTS

CHAPTER NO.

TITLE Acknowledgements ABSTRACT LIST OF TABLES LIST OF FIGURES LIST OF SYMBOLS, EQUATIONS, ABBREVIATIONS AND NOMENCLATURE

PAGE NO. 2 3 5 6

1 2 3 4 5 6 7

Chapter 1 Chapter 2 Chapter3 Chapter 4 Chapter 5 Chapter 6 Chapter 7 Conclusion References

8 15 20 23 28 33 39 45 46

Appendix-V List of Tables

Table Number

Description

The Fuel Energizer can be used in

Appendix-VI List of Figures

Figure Number 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. 16. 17.

Description Fuel Energizer Flame from a rocket engine Fuel energizer installed in a car Where to install fuel energizer Structure of methane Ortho and para spin of hydrogen Working of magnetic type fuel energizer Construction of magnetizer How catalytic converter work Magnetizer Magnetizer on fuel line Testing of magnetizer Vehicle fitted with fuel energizer Fuel energizer packet Water magnetizer Water magnetizer schematic diagram Energizer in refrigerator

Appendix-VII List of Symbols

Equation Number 1

Description Combustion of hydrogen

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. carbon residue that clogs carburetor, fuel injector, leading to reduced efficiency and waste of fuel. Pinging, stalling, loss of horse power and greatly heating units where improper combustion leads to wasted fuel (gas) and decreased mileage in cars are very noticeable. The same is true of home 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.

Figure 1

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,

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 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 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 Universes elemental mass. 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 compounds it 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 compounds with most elements and is present in water and most organic compounds. It plays a particularly important role in acid-base chemistry with

10

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 Schrdinger 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 176681, Henry Cavendish was the first to recognize that hydrogen gas was a discrete substance, 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 a colorless, 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 production methods like the electrolysis of water. Most hydrogen is employed near its production site, with the two largest uses being fossil fuel processing (e.g., hydrocracking) and ammonia production, mostly for the fertilizer market. Hydrogen is a concern in metallurgy as it can embrittle many metals, complicating the design of pipelines and storage tanks.

Combustion
The Space Shuttle Main Engines burn hydrogen with oxygen, producing a nearly invisible flame at full thrust. Hydrogen gas (di-hydrogen) is highly flammable and will burn in air at a very wide range of concentrations between 4% and 75% by volume. The enthalpy of combustion for hydrogen is 286 kJ/mol:

Figure 2

2 H2 (g) + O2 (g) 2 H2O (l) + 572 kJ (286 kJ/mol) ------------------------------ (i)

11

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 auto ignition temperature, the temperature of spontaneous ignition in air, is 500 C (932 F). 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. 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 halides, hydrogen chloride and hydrogen fluoride, which are also potentially dangerous acids.

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

12

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 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 760C to 890C, on Ceramic magnets ( ferrite magnets ) 450C, on Neodymium 310C to 360C and on Samarium 720C a 825C.

13

Figure 3

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 burner.

14

What does fuel energizer do?

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

15

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 and tritium 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, 12, (12 + 12)/21/2, or 12 for which MI = 1, 0, 1 respectively this is Ortho-hydrogen) or to form a singlet state (I = 0, (12 12)/21/2 MI = 0 this is Para-hydrogen). 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). Other molecules and functional groups containing two hydrogen atoms, such as water and methylene, also have ortho and para forms (e.g. ortho-water and para-water), although their ratios differ from that of the di-hydrogen molecule. There exist two different spin isomers of hydrogen diatomic molecules that differ by the relative spin of their nuclei. In the ortho-hydrogen form, the spins of the two protons are parallel and form a triplet state with a molecular spin quantum number of 1 (+); in the para-hydrogen form the spins are antiparallel and form a singlet with a molecular spin quantum number of 0 (-). 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". The equilibrium ratio of ortho-hydrogen to para-hydrogen 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 para-hydrogen differ significantly from those of the normal form because of differences in rotational heat capacities, as discussed more fully in Spin

16

isomers of hydrogen. The ortho/para distinction also occurs in other hydrogencontaining molecules or functional groups, such as water and methylene, but is of little significance for their thermal properties. The un-catalyzed inter-conversion 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. 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 inter-conversion, such as ferric oxide, activated carbon, platinized asbestos, rare earth metals, uranium compounds, chromic oxide, or some nickel compounds, are used during hydrogen cooling. 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. Neutral triatomic hydrogen H3 can only exist in an excited from and is unstable. The simplest of hydrocarbon, methane, (CH4) is the major (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.

17

Figure 5

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 sulphur 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

18

opposite direction (counter clockwise, 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 orthohydrogen is more reactive than its para-hydrogen counterpart

Figure 6

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 process. To secure the conversion of para to ortho state, it is

19

necessary to change the energy of interaction between the spin state of the H2 molecule. Ordinary di-hydrogen is an equilibrium mixture of ortho and para hydrogen.

The amount of ortho and para hydrogen varies with temperature as: At 0K, 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.

20

Chapter 3
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 fields 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 ovens where magnetizers have been effectively working.

Furthermore, the conversion of hydrogen into ortho H2 (taking place very fast in this strong and unique 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.

Figure 7

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 pseudo compounds. Such groups form clusters (associations). The access hydrogen in the right quantity in the interior of the groups of

21

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 soot. Oxygen with negative 2 valencies is negative, and hydrocarbon has neutral molecular structures, which by passing through steel fuel lines gets negatively (micro)

22

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.

23

Chapter 4
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. These 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 higher energized spin state of hydrogen molecule clearly shows a high electrical potential (reactivity), which attracts additional oxygen. Combustion engineering teaches that

24

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 effect 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 startups easier, considerably increases driving dynamics, etc. The power and torque in the whole range of rotational velocity of crankshaft also go up.

25

Figure 8

26

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 1,0001,125 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

27

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 de-carbonization there may be a disturbance in the engine's work and unstable fuel consumption 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.

28

Chapter 5
A Comparison between Catalytic Converter And A Magnetizer Some early converter designs created a great deal of restriction to the flow of exhaust, which negatively affected vehicle performance, drivability, and fuel economy. 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. Removing a modern catalytic converter in new condition will only slightly increase vehicle performance without retuning, but their removal or "gutting" continues. 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. 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. Warm-Up Period Many Catalytic converters have a long warm-up time, of up to thirty minutes [citation

needed].
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.

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

29

the engine through a catalytic converter or not is carbon dioxide (CO2). 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. 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. Theft removal of the converter can often inadvertently damage the cars 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, 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.

30

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

31

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). 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; sulphureted hydrogen; and platinum compounds released to the atmosphere. As emphatically stated by Hannover-based, world-renowned German scientist, Dr. Hans A. Nieper, President of the German Society of Oncology, et al., and 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 Zajc, did an experiment by putting the Magnetizer on Engine Energizer System on and ... cutting off 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. Zajc, 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

32

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.

Figure 10

Magnetizer

33

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.

34

It is most disturbing that automobile makers as well as clean air legislators have not been concerned about this growing problem. State 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.

35

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.

Figure 11

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 impairs blood capability to carry oxygen to the brain, resulting in slower reaction times and impaired judgment. 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.

36

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

37

Figure 12

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 dissolve carbon build-up in carburetor jets, fuel

38

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.

39

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, this 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.

40

Figure 13

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

41

The Fuel Energizer can be used in

Table 1

Buses Scooter Ambulance Locomotives / Trains

Cars Generator Gas Cylinders Earth Moving Equipment

Trucks Motor Cycles Auto rickshaw Construction Equipment

The Fuel Energizer can be fitted to all cars, scooters, motorcycles, auto-rickshaws, buses, ambulances, trucks, earthmoving equipment, generators, and 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.

42

Figure 15

Swimming Pool users report no more scum caused by body oils. No more mineral build-up on swimming pool walls 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

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.

43

Figure 16

Energizer in refrigeration

Figure 17

Our refrigerator magnets are a permanent flexible magnetic material available in sheet, strip, and extrusion forms; standard or custom die-cuts; manufactured to satisfy

44

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.

45

Conclusion
By establishing correct fuel burning parameters through proper magnetic means (Fuel Energizer) we can assume 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 providing the environment with the lowest levels of toxic emissions. Overall toxic emissions will drop due to better overall engine efficiency.

46

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