Physical Fluid Conditioning for Fuels

A Progressive new fluid conditioning technology

 

Hydro-Carbon Based Fuels

Applications Include

From The Science Of SoPhTec

After 45 years of experience as a physicist, studying magnetics, acoustics and crystallography, Dr. Klaus Kronenberg, in conjunction with SoPhTec and other Research efforts, has developed an exciting new theory of magnetic fluid treatment. It's significance and opportunity centers principally upon the investigated study of engine emissions, and the opportunity to influence AIR QUALITY in a positive way.

An Introduction to Gasoline and Diesel Fuel

Gasoline is a mixture of liquid hydrocarbons which are extracted from crude oil. Through a refining process the heaviest tars and greases are eliminated and the lightest components are taken out as gases. What remains is what we call diesel fuel. It is a mixture of many different compounds. Some of them are volatile enough to ignite under compression, while others may be too heavy to ignite at all. With further refining it is possible to separate out those compounds which are light enough to be easily ignited by a spark, but not by the compression in normal engines. This is gasoline. However, in engines with particularly high compression, ignition by compression may still occur from lighter components remaining in the gasoline, causing the engine to "knock". Adding lead to the fuel prevents this undesired compression ignition or "preignition". An alternative to lead is a further, more expensive refining which removes those components which tend to pre-ignite. Even in this more highly refined fuel some components remain which are too heavy to ignite at all in the normal engine. These components become part of the exhaust of the engine and represent not only a waste of energy, but also contribute substantially to smog.

Can Magnetic Fields Have Any Effect On Fuels?

In the 50's some farmers believed that magnets did something to diesel fuel and insisted that the tractors had more power with magnets applied to the fuel lines.

More recently, with a magnetic unit clamped to the fuel line, close to the fuel tank, measurements of the exhaust of diesel and gasoline engines have yielded evidence that the fuel undergoes changes in the magnetic fields.

The power output is increased and the exhaust contains fewer unburned hydrocarbons. When efficiently designed units are properly installed, the savings can be substantial for diesel fuel in two ways: The amount of fuel consumed is lessened significantly and the exhaust emissions are reduced dramatically.

For more refined fuels the changes are less obvious, particularly if one uses an engine which is tuned to the highest efficiency with highly refined gasoline.

All this indicates that the effect of the magnetic devices is not very different from the effect on water: the passing of a number of magnetic fields may break up some of the heavier molecules of the fuel mixture which were too heavy to be ignited. The fractured molecules may now have become unstable enough to be ignited and thus participate in power generation instead of going into the exhaust.

The classic benzol ring, C6H6, could be an example of a molecule too stable to ignite easily, which might be fractured by the magnetic fields.

MICROSCOPIC FUEL TESTS by Dr. Klaus J. Kronenberg (1991)

Investigations and Results

Empty glass slides were held for several seconds in the exhaust stream of a V-8 gasoline engine using leaded gasoline running at 2000 rpm.
Fig.1) No Treatment. The droplets at high-
est magnification show a spherical structureless shape.

All slides exposed to the exhaust without Magnetic Treatment showed a multitude of small droplets clinging to the glass. They were distributed over the entire glass slide at even distances. They did not evaporate over days. Their shape became visible in the microscope using polarized light. (Figure 1)

Figure 2 is an example of a shapeless bit of matter clinging to the glass. About 10 such places were found with similar shapeless matter on the glass.

The slides which had been exposed to the exhaust when the magnetic device was in place on the fuel supply line were also full of the small droplets, but additional material was discovered clinging to the glass. This material formed roundish spots, about 10 to 30 per slide. The details of the round spots were most visible when side-illuminated. Many contained a black particle in them, which was often broken up. All the rims
Fig.2) No Treatment. Remains of a solid particle from the exhaust which bounced off the glass slide.

 of the round spots were heavily scalloped, exhibiting just enough surface tension to form the roundish appearance of the spot on the glass slide.

The side-illumination reveals the scalloped rim of the spot. The traces of the gradual evaporation within the spot are visible and show that the evaporation ended at the particle.

In order to obtain more information about the nature of the material which formed the rounded spots they were observed with polarized light. Within the roundish spots crystalline shapes appeared with a variety of configurations. Most of the shapes were crystals of a dendritic type.

Fig.3) Exhaust of Magnetically Treated Fuel.One of the round spots found on the glass slide exposed to exhaust from Magnetically Treated gasoline.

Large numbers of smaller, nearly cubic crystals were also found. All of these crystals are of an optically active material, recognizable on the dark-light contrast within each crystal in the polarized light. The shape of the crystals point toward the crystals having a cubic crystal structure, being most likely a lead compound.

 

 

 

CONCLUSIONS

The consistent results of both test series permit a cautious attempt at explanation. The fact is that the slides covered with exhaust without the magnetic fuel treatment showed only the tiny droplets, but not one single round spot. But, the round spots were found in abundance on the slides from exhaust with magnetic

Fig.4) Exhaust of Magnetically Treated Fuel. Stronger magnification and side illumination reveals scalloped shape of the rim of this substance (low surface tension indicated).

 treatment. This makes it almost certain that the magnetic device on the fuel supply line had an effect on the combustion of the fuel in the engine.

The roundish shapes of these spots are evidence of the fact that they must have been splashed onto the glass as a liquid. They must have been in the form of spherical drops in the exhaust. Their sizes imply drops at least 1000 times heavier than the droplets found in the exhaust of the untreated fuel.

The dark particles found inside these roundish spots indicate that a solid particle was transformed in the combustion process partly to a liquid. This could have happened in the form of a partial combustion.

Not one roundish spot of a similar size has been found in the exhaust of untreated fuel. This suggests, that such partial combustion of certain larger particles has not been occurring without the magnetic treatment. In the exhaust of untreated fuel we find instead, evidence of some larger solid particles which have left some formless traces after hitting the glass and flying off. They showed no trace of a liquid by a partial combustion.

The investigated fuel is a mixture of many components containing benzene-like ring-molecules. The refining process - heating in the absence of oxygen - had used the internal vibration of the large molecular sheets to have them break up. The molecular fragments were driven off, collected and separated. Their size determined their ability to resist combustion.

The results of our tests with the application of a number of magnetic poles which the fuel had to pass on the way to the engine can be best understood as an additional effect of fuel refining. We suggest that some larger molecular structures remained in the fuel after the normal refinement process, because they withstood the breakup effect by heat. They were then broken up when they passed through the series of alternating magnetic fields. The magnetic effect on molecules is very weak. But it is known that it can be amplified a million fold in the case of resonance. If the time sequence of the alternate magnetic fields encountered by the streaming fuel hits a frequency of the internal vibration of a molecular structure, then a resonance occurs and may break up the structure which had escaped the breakup by the original refining process. This renders the original refining process more complete.

Therefore, we think we can predict that the effect of magnetic fuel treatment will be best for the least completely refined fuel.

Further research is required in order to confirm the findings. Possible differences for different fuels (Diesel), varied rpm's, and varied arrangements of magnetic fields are being explored.

SoPhTec Physical Fluid Conditioning

Key Benefits

The Kronenberg Theory of Fuel Conditioning

Dr. Kronenberg's theory is based on the principle of resonance. He explains that everything has it's own internal vibration, including hydrocarbon chains found in fuel. (See Figure 1.)
When fuel passes through the alternating magnetic fields, a frequency range is created. If the internal vibration of hydrocarbon chains is in resonance with one of the frequencies within this range, their vibrations will intensify. (See Figure 2.)

 

As the vibration intensifies, the hydrocarbon chains are fractured into smaller, more easily combustible molecules. (See Figure 3.)

Compiled Empirical Data of Emission Test Results, Letters and Observations.

Smog Emission Test on a 1976 V-8 El Camino. C-250 was placed on fuel line and waited 3 minutes before testing the "after" result. Gasoline was 87 octane.
@ 2500 RPM Test
Test
For		 Maximum Allowable Before
C-250		 After
C-250
HC 220 201 23
CO 1.2 4.04 .25
CO2   12.1 11.4
O2   3.4 3.2
  FAILED PASSED
@ IDLE Test
Test
For		 Maximum Allowable Before
C-250		 After
C-250
HC 100 171 60
CO 1.0 .027 .026
CO2   13.9 10.0
O2   .5 5.3
  FAILED PASSED

Dynamometer Test for Hydro-Carbon Emissions
Tested April 30, 1994

A 1983 Olds, 307 cu. in. V/8 was placed on the dynamometer with speed set at 47 mph. Hydrocarbon emissions stabilized between 30--33 ppm. Clamped a Model C-250 on the fuel line and waited for conditioned fuel to reach the engine. Engine exhibited a distinctly smoother sound. Hydrocarbons dropped to 11 ppm. and stabilized at that level.

Letter From J.K., Ventura, California
April 27, 1994

"I Put the C-250 on my 1984 Jamboree P-23 motorhome with the Ford 460 engine, non-catalytic and carbureted. In its 50,000 plus miles it has always pinged under hard acceleration because I use the cheapest gas I can get. After adding the C-250 on the rubber gas hose near the tank, we made a trip of some 700 miles into Death Valley and back. Even though I advanced the timing (by ear) I could not get the engine to ping. It goes up long grades faster and without pinging - a real help."

"I Put the C-250 on my 1981 Ford Courier pickup with 175,000 miles on it. Like the motorhome I get more power on hills and greatly reduced pinging. I can use now use lower octane fuel. A week ago I crested Tejon Pass (4144 feet) going north on I-5 at 55 mph in high gear where before I was doing 45 in third gear."

Note: All contents of this document have been reviewed for accuracy by Dr. Klaus Kronenberg and printed with his permission.

Contact your SoPhTec Sales Associate and experience the benefits for yourself.