Test Certificate of the Esslingen University of Applied Science
Abrigded version of the FHTE test report.
Test Report FOERG 02:
Testing a Fuel Additive on the FHTE Engine Test Station.
Test Run under Partial Load
1. Assignment of Tasks:
To prove the effectiveness of the fuel additive HME Power from the company FOERG Lichtenwald in a second test run.
To be compared: fuel consumption under partial load, at a speed of 60 and 100 km/h, with the same engine temperatures, with and without the additive. The additive will be less concentrated than in the first test run.
2. Test Procedure:
- Preliminary test 17 Jan 2006, comparison measurement 19 Jan 2006.
- Additive concentration: 2 ml per 10 liters 4-star petrol (ratio 1:5000)
- Test program as specified: partial load of 60 and 100 km/h
- Measurement range: customary engine data and exhaust emissions
3. Measuring Operation:
After the start up, the engine is run at a steady load level, maintaining the revolution speed by constant brake control and keeping the specified load value at a permanent level by manually adjusting the throttle valve.
While the emission and cooling water have reached their final value after a few minutes, the oil temperature rises continuously. This warming up is slowed down by directing the blow of a radial fan on the oil pan. Several intermediate measurements during this operation, at short intervals (2...5 min), produce fuel consumption results at different oil temperatures with a quasi-stationary running engine. The data recorded with the SIEMENS CATS are relevant for the statistical evaluation; the records 1..3 in the enclosure only provide a better overview.
4. Results:
Picture 1 shows the fuel consumption at 60 and 100 km/h, depicted at l/100 km. There was an actual reduction of the consumption throughout the entire range of the measured oil temperatures, with an additive concentration of 1: 5000. The optimum value is to be found at oil temperatures in the range between 70 and 80°C, which comes close to the real operation in mixed traffic conditions.
Picture 2 shows a comparison of the specific fuel consumption (g/kWh). This approach has the advantage that slight deviations of the engine torque can be corrected by relating the consumption to the actual engine performance achieved in each case.
It cannot be avoided that despite the intended constant operation on the test station, the engine shows slight torsional fluctuations due to the different control processes (test station control, Lambda control, cooling water thermostat etc.), making it impossible to maintain a steady load. It therefore make sense not to compare the overall consumption (as shown in picture 1) but the consumption in relation to the performance (so called effective specific fuel consumption).
The following conclusions can be drawn from this diagram:
The curves representing the fuel consumption show the known reduction at rising oil temperatures during warm-up. With the additive mixed into 4-star petrol, taking all comparable oil temperatures into consideration, the consumption is less than if no additive is used.
The additive consists of a mixture of hydrocarbons and does not contain any metal compounds.
Due to the composition and the low concentration, no serious effects on the long-term or long-use performance of the engine are to be expected, including how well the car starts and how long the catalytic converter lasts.
Fachhochschule Esslingen – Hochschule für Technik
University of Applied Sciences
