Fitch Fuel Catalyst
The Ecologicx Fuel Catalyst is a reusable, pre-combustion fuel treatment device that is easily installed in the fuel line of any engine, just like a fuel filter. Widely used by Hyatt Hotels, the U.S. Navy, automotive racing and transportation industries, the Ecologicx Fuel Catalyst safe for use in cars, trucks, vans and SUVs, and offers a wide array of value-added benefits not found in any other product on the market today:
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Provides up to 20% better fuel economy |
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Reduces emissions, carbon build-up and maintenance |
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Increases power, performance and engine life |
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Maintenance- and additive-free |
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EPA Certified NOT to void manufacturers' warrantees |
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90-day money back guarantee |
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Warranteed for 5 years or 250,000 miles |
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Can pay for itself in less than 4 months! |
» Fuel Catalyst EPA Laboratory “VEET Report”
» U.S. Environmental Protection Agency
» U.S. Government Approved Agency Testing
Fuel Catalyst EPA Laboratory “VEET Report”
Evaluation of Advance Power Systems International Inc.
Fitch Fuel Catalyst
Prepared by
Vehicle and Engine Emission Testing Services
15- 17 Trade Zone Drive
Ronkonkoma NY 11779
Project Description:
Advanced Power Systems International Inc. (APSI) 558 Lime Rock Rd. Lakeville , CT. 06039 manufactures the Fitch Fuel Catalyst System (FFC Device) that may be installed on either gasoline or diesel fueled engines.
The FFC Device is designed to improve energy efficiency while minimizing impact to the environment.
APSI has selected to perform the Environmental Protection Agency (EPA) Federal Test Procedure (FTP) CVS-75 to evaluate what benefits may be achieved by installing the FCD System on a Diesel fuel vehicle.
Tailpipe emission gases to be measured:
Hydrocarbons………..(HC)
Carbon Monoxide……(CO)
Nitric Oxide………….(NOx)
Particulate Matter …...(PM)
Carbon Dioxide………(CO2) Miles per gallon
The vehicle selected:
GMC-2500
Model year 2002
6.6 Diesel engine
Vin # F235320
No EGR, No Exhaust Catalytic Converter, No modifications to EMU software
| Fuel used for this test was commercially purchased low sulfur transportation diesel on board the vehicle at the time of delivery to VEETS. Fuel specifications: | |
| API Gravity at 60F – 36.26 | Sulfur – 0.0291 |
| Carbon Weight - 88% | Specific Heat – 18,600 |
| Cetane Index - 47.65 | |
The schedule of tests performed:
| Date | Event |
|---|---|
| March 30, 2004 | Vehicle delivered to VEETS by Fitch |
| March 31, 2004 | One (1) Baseline Test CVS-75 Fitch Device (F750) Installed and 200 mile Accumulation |
| April 5, 2004 | One (1) Retrofit Test-CVS-75 |
| April 6, 2004 | Vehicle placed in normal service. |
| June 1, 2004 | Fitch Fuel Catalyst Device removed from vehicle |
| June 2, 2004 | Vehicle placed in normal service. |
|
July 20-21, 2004 |
Vehicle returns to VEETS laboratory. Three (3) Baseline Test CVS-75 Fitch Device Installed (F750) and idled for three (3) hours |
| July 22-23, 2004 | Three (3) Retrofit Test-CVS-75 |
These procedures were designed to be an A-B-A-B comparison of the impact of the Fitch Fuel Catalyst. Where A=Baseline test, and B= Retrofit test.
Prior to delivery to VEETS the vehicle had routine oil and oil filter change and OBD scan performed by a GMC dealer. The vehicle was determined to be normal operating condition.
Test Performed at VEETS:
1. CVS-75 were conducted to establish a baseline.
2. Thereafter the vehicle is fitted with the FFC (model F750) system.
The vehicle was started and idled for three (3) hours to insure exposure
of circulated fuel to catalyst in the In Line unit.
3. Subsequent Retrofit CVS-75 were performed.
4. The baseline and retrofit data are then compared.
| Baseline Test CVS-75 Date: 3/31/04 |
|
|---|---|
| Manufacturer: GMC | Model: Duramax 2500 Diesel HD |
| Model Year: 2002 | Vin: F235320 |
| Odometer: 38078 | ALW: 6500 (Adjusted loaded vehicle Wt.) |
| Dyno Settings: | Fuel: Diesel (Supplied by Fitch) |
|
Single Roll: |
TRLHP-Fo-35.87 F1-2.3804 F2-0.0243 |
|
Twin Roll: |
Inertia Wt.: 6500lbs IRLHP: 18.6 |
| Test Results | |||||
|---|---|---|---|---|---|
| Hydrocarbons (HC) grams/mile |
Oxides of Nitrogen (NOx) grams/mile |
Carbon Monoxide (CO) grams/mile |
Carbon Dioxide (CO2) grams/mile |
Particulates (PM) grams/mile |
Miles per Gallon |
| 0.464 | 2.977 | 3.868 | 0.32 | 10.25 | |
| Retrofit Test-CVS-75 Date 4/5/2004 Fitch Device Installed 200 mile Accumulation |
|
|---|---|
| Manufacturer: GMC | Model: Duramax 2500 Diesel HD |
| Model Year: 2002 |
Vin: F235320 |
| Odometer: 38288 | ALW: 6500 (Adjusted loaded vehicle Wt.) |
|
Dyno Settings: |
Fuel: Diesel (Supplied by Fitch) |
|
Single Roll: |
TRLHP-Fo-35.87 F1-2.3804 F2-0.0243 |
|
Twin Roll: |
Inertia Wt.: 6500lbs. IRLHP: 18.6 |
| Test Results | |||||
|---|---|---|---|---|---|
| Hydrocarbons (HC) grams/mile |
Oxides of Nitrogen (NOx) grams/mile |
Carbon Monoxide (CO) grams/mile |
Carbon Dioxide (CO2) grams/mile |
Particulates (PM) grams/mile |
Miles per Gallon |
| 0.376 | 3.275 | 2.972 | 0.29 | 12.0 | |
| Baseline Test CVS-75 Date: 7/20/04 – 7/21/04 |
|
|---|---|
| Manufacturer: GMC | Model: Duramax 2500 Diesel HD |
| Model Year: 2002 | Vin: F235320 |
| Odometer: 44267 | ALW: 6500 (Adjusted loaded vehicle Wt.) |
| Dyno Settings: | Fuel: Diesel (Supplied by Fitch) |
|
Single Roll: |
TRLHP-Fo-35.87 F1-2.3804 F2-0.0243 |
|
Twin Roll: |
Inertia Wt.: 6500lbs. IRLHP: 18.6 |
| Baseline Test Results CVS-75 | |||||
|---|---|---|---|---|---|
| Hydrocarbons (HC) grams/mile |
Oxides of Nitrogen (NOx) grams/mile |
Carbon Monoxide (CO) grams/mile |
Carbon Dioxide (CO2) grams/mile |
Particulates (PM) grams/mile |
Miles/Gal. |
| 0.089 | 3.595 | 1.812 | 942.428 | 0.376 | 10.761 |
| 0.068 | 3.647 | 1.562 | 948.771 | 0.316 | 10.695 |
| 0.086 | 3.972 | 1.715 | 977.795 | 0.414 | 10.375 |
| Retrofit Test-CVS-75 7/22/04 – 7/23/04 Fitch Device Installed and idled for three (3) hours |
|
|---|---|
| Manufacturer: GMC | Model: Duramax 2500 Diesel HD |
| Model Year: 2002 | Vin: F235320 |
| Odometer: 44328 | ALW: 6500 (Adjusted loaded vehicle Wt.) |
| Dyno Settings | Fuel: Diesel (Supplied by Fitch) |
|
Single Roll: |
TRLHP-Fo-35.87 F1-2.3804 F2-0.0243 |
|
Twin Roll: |
Inertia Wt.: 6500lbs. IRLHP: 18.6 |
| Retrofit Test Results CVS-75 | |||||
|---|---|---|---|---|---|
| Hydrocarbons (HC) grams/mile |
Oxides of Nitrogen (NOx) grams/mile |
Carbon Monoxide (CO) grams/mile |
Carbon Dioxide (CO2) grams/mile |
Particulates (PM) grams/mile |
Miles/Gal. |
| 0.079 | 2.547 | 2.048 | 838.411 | 0.238 | 12.087 |
| 0.097 | 3.291 | 1.829 | 850.363 | 0.238 | 11.921 |
| 0.102 | 3.203 | 1.849 | 833.556 | 0.245 | 12.16 |
| Summary of Tests | |||||||
|---|---|---|---|---|---|---|---|
| Date | Event | Hydrocarbons (HC) grams/mile |
Oxides of Nitrogen (NOx) grams/mile |
Carbon Monoxide (CO) grams/mile |
Carbon Dioxide (CO2) grams/mile |
Particulates (PM) grams/mile |
Miles per Gallon |
| 3/31/04 | Baseline 1 | 0.464 | 2.977 | 3.868 | 0.32 | 10.25 | |
| 4/5/04 | Retrofit 1 | 0.376 | 3.275 | 2.972 | 0.29 | 12.0 | |
| 6/1/04 | FFC removed | ||||||
| 7/20/04 | Baseline 2-1 | 0.089 | 3.595 | 1.812 | 942.428 | 0.376 | 10.761 |
| thru | Baseline 2-2 | 0.068 | 3.647 | 1.562 | 948.771 | 0.316 | 10.695 |
| 7/21/04 | Baseline 2-3 | 0.086 | 3.972 | 1.715 | 977.795 | 0.414 | 10.375 |
| 7/22/04 | Retrofit 2-1 | 0.079 | 2.547 | 2.048 | 838.411 | 0.238 | 12.087 |
| thru | Retrofit 2-2 | 0.097 | 3.291 | 1.829 | 850.363 | 0.238 | 11.921 |
| 7/23/04 | Retrofit 2-3 | 0.102 | 3.203 | 1.849 | 833.556 | 0.245 | 12.16 |
| Average of Baselines | 0.177 | 3.548 | 2.239 | 956.331 | 0.357 | 10.52 | |
| Average of Retrofits | 0.164 | 3.079 | 2.175 | 840.777 | 0.253 | 12.056 | |
| Difference | -0.013 | -0.469 | -0.065 | -115.555 | -0.104 | +1.536 | |
| Percent Improvement | -7.5% | -13.21% | -2.89% | -12.08% | -29.1% | +14.60% | |
| Baseline Tests | Vehicle in standard condition |
| Retrofit Tests | Vehicle with Fitch Fuel Catalyst installed |
Conclusions:
Comparison of results of the average of Baseline and Retrofit CVS-75 Fuel Economy and Emissions evaluations show statistically consistent improvement in fuel economy and emissions resulting from the installation of the Fitch Fuel Catalyst device
Fuel Catalyst U.S. Environmental Protection Agency
The U.S. Environmental Protection Agency (EPA) position on all fuel additives is one that is viewed with suspicion until proven otherwise. Fuel additives must be proven safe and not have changed or created new/harmful emission species by way of the combustion process. Metal additives are known to be in this group. Metals as a group, when used in fuel additives, are known to reduce visible exhaust smoke output but at a cost. Metals do not burn up during combustion process. The problem with metal additives is that the metals reappear on the exhaust particulate. Metals are known to have the same biological effects just like diesel particulates and as such should be avoided. Any metal additives as a group are not to be recommended for reducing diesel particulates.
Only fuel additives registered by the EPA will be recommended for use in on highway and non on road internal combustion engines. As of 25th April 1997, only diesel fuel additives that have been registered by the EPA may be used in diesel powered equipment in underground mines. Only these registered additives may be used to ensure no harmful agents are introduced into the mine environment ( this legislation is to be expanded to cover all fuel additives used on all internal combustion engines).
The Fitch® Fuel Catalyst is EPA certified and registered under U.S.Federal Register Volume 54: 40 CFR 85.2114(1).
As part of the EPA certification and registration process, including California Air Resources Board (CARB) certification, a total of more than thirty-five (35) test reports were reviewed. These reports were conducted by various independent and EPA recognised laboratories, university research facilities, US Military including Pratt & Whitney contracted by the US Defence Force, various State and Federal agencies, corporations and infield test reports by commercial fleet operators. These reports covered scientific/analytical research, exhaust emission analysis, emission reduction performance, fuel consumption, operational performance analysis and catalyst life and performance life cycle.
All research laboratory testing conclusively confirm that the Fitch® Fuel Catalyst is indeed a true catalyst by definition. ( affecting a chemical change in the fuel it contacts but not becoming a part of the fuel by adding any element of itself during or after the reaction ). The catalyst is not consumed in the reaction it promotes.
Atomic absorption (AA) and ICP spectroscopy tests on fuel samples exposed and eroded to the Fitch® Fuel Catalyst pellets for two weeks in both gasoline and diesel fuels, all commercially available brands a total of 10 samples in all. These tests have been replicated at two independent research institutes, the Carnegie Mellon Research Institute, Pittsburgh , Pennsylvania and the Oak Ridge National Research Laboratory, Tennessee for the Department of Energy. Both facilities conducted testing to the one parts per million level.
Testing completed at the specific request of the US EPA, Ann Arbor, Michigan as part of the EPA 511 certification criteria (AA) spectroscopy tests at the parts per billion level by the University of Florida and the Department of Energy have all concluded that in fact the Fitch® Fuel Catalyst does not leach/release any traced metals and/or chemical elements of itself into any of the fuel samples tested.
Fuel Catalyst U.S. Government and Approved Agency Tests
As greater demands are put on the refineries to meet EPA standards, fuel quality continues to change with the addition of more oxygenates and other additives, the tendency of fuel to be affected by bacteria, water and oxidation is increasing. Fuel is not perfect when refined and once fuel leaves the refinery, it is subject to attack by oxygen and microorganisms such as bacteria that grow in the fuel ingesting fuel molecules and expelling non-standard molecules as by-products. With the passage of time these processes of oxygen attack and microorganism growth contribute to the increase in the concentration of non-conforming molecules that are present in small quantities when fuel leaves the refinery. These non-conforming molecules prevent engines from performing at their optimum level and can prevent fuel delivery systems from functioning.
Extensive research devoted to our area of expertise in hydrocarbon fuel reformulation bears directly on this area of concern for high fuel quality. We would like to share with you two recently completed evaluations.
Test 1. Oxidation Stability ASTM D525
Paragon Labs in Michigan performed an Oxidation Stability test (ASTM D525.4016 procedure attached). This test provides an indication of the age of fuel and the fuels ability to resist oxygen attack and formation of gums.
The attached test report. (FFC Test ASTM D525 2002) from Paragon Labs was performed on a sample of New York fuel. This sample was near the lower limits of acceptable for sale in the US (Minimum 240 minutes). Portions of this fuel were subjected to the FFC for a 24-hour soak and a seven-day soak. The results indicate that after 24 hours the fuel was improved by 57% and after seven days there was a similar finding. This indicates that the presence of the FFC not only prevents premature oxidation but it is capable of restoring fuel to a higher quality. These results are similar to those previously obtained by APSI in a 1996 report from Auto Research Labs in Illinois (FFC Test ASTM D5251996).
Test 2. Influence of the Fitch Fuel Catalyst on Bacterial Growth in Gasoline
APSI has engaged the Dept of Chemistry at the University of Connecticut to perform a series of investigations into hydrocarbon fuels. The investigation that is the subject of this report is one in that series. We are enclosing a copy of this recently concluded evaluation. The results of these studies show a significant reduction in bacterial growth in gasoline that is attributable to the introduction of the FFC into the fuel sample. Bacteria are a major cause of premature aging of fuel and one of the reasons there are so many fuel additives and cleaners on the market today.
These reports are significant and definite proof that the FFC will keep fuel fresh longer thereby reducing the tendency of fuel to form varnishes and gums, which damage fuel system components. With the integration of the Fitch Fuel Catalyst into every machine manufactured, the fuel in the machine will be of the highest possible standard and quality. The fuel insurance that the Fitch Fuel Catalyst provides guarantees there will be fewer fuel system problems and a better running engine.
Bacterial Studies on the Effect of Fitch Fuel Catalyst in Gasoline
The University of Connecticut has been engaged to perform certain investigations into hydrocarbon fuels by Advanced Power Systems International Inc of Lime Rock Ct. The investigation that is the subject of this report is one in a series funded from grants by the United States Government, Department of Defense. The DOD granted to APSI over $500,000 to investigate, 1: The viability of using the Fitch Fuel Catalyst technology as a means to reduce fuel losses by preventing premature aging of stored fuel. 2: The use of this improved fuel in reducing overall operating costs predicated on superior combustion. This report describes work done at UCONN under contract to APSI Inc. Dr. S. Suib and Dr. Claudia P. Koerting of UCONN Principal Investigators. Dr. A. Berlin head of Research and Development for APSI supervised this work. The work performed in this report was performed between November 2001 and May of 2002.
Purpose of the Investigation Rationale and Justification
In this investigation the researchers endeavored to construct an experiment that would measure the effect the presence of Fitch Fuel Catalyst (FFC) has on a bacteria known to degrade or breakdown fuels.
Bacteriology
The objective of the bacteriological studies on the FFC was to determine the antimicrobial effect of the FFC on bacterial growth in fuel. To prepare for this study a literature search was performed for bacteria that can grow using fuel, especially gasoline, as food. Both single and mixed cultures were considered for study. The factors considered in the search of an optimum bacterial strain included the following:
- Easy availability
- Easy growing conditions
- Detectable results within a short course of time, and
- Biosafety level 1 (non-pathogenic)
- Commonly used as a model fuel-biodegrader
The literature spans over 30 years of study of microorganisms, which can consume fuel.
Conclusion
Bacteria growth in the presence of 2% gasoline increased until the addition of the FFC, day 10. Viable counts declined post FFC addition. (Figure 1, 2) It is clear that there is a suppression of growth of bacteria in the sample with the FFC present with respect to the sample where the FFC was not present.
Note: Details of this report upon request.
Fuel Catalyst U.S. Laboratory Testing
Following Are FACTS Concerning Evaluations Conducted On The Fitch® Fuel Catalyst by Various Independent, Government and Commercial Laboratories, OEM'S, Municipalities and other Organisations.
US LABORATORY TESTING:
Auto Research Laboratories ( EPA recognised )
13th June 1997
Oxidation stability (ASTM D5250 ) induction period increased from 410
minutes to 810 minutes when exposed to catalyst.
Centre for Emissions Research & Analysis ( EPA recognised )
22nd July 1993
Testing on lawnmower engines showed emissions reduction of CO 48.8%,
HC 38%, NOx 11.1% and fuel reduction of 36.5%
Buell Motorcycles ( Harley-Davidson )
13th May 1998
Tested emissions in lab with reductions in HC of 54% with one F4T catalyst
and no adjustments to engine.
Dyno-Time Inc.
Dynamometer Test Facility tested 350 cu.in. race engine on Sunoco Blue
race fuel pre-treated with the Fitch® Fuel Catalyst - engine gained
3 HP and 5 ft.ibs. of torque over untreated fuel.
Lubrication Engineers
9th April 1993
Oil analysis confirmed fuel soot contamination reduced 77% after the
Fitch® Fuel Catalyst was installed.
Marine Corporation of America
23rd March 1994
Lab testing on 270 hp Mercruiser diesel confirmed 10% fuel savings with
an increase of 2 hp. Firing pressures increased and exhaust temperature
reduced, confirmed more efficient combustion.
National Institute for Petroleum & Energy Research ( EPA recognised
)
25th August 1993
Confirmed diesel particulate reduced by 41%