Provides a substitute for the lead in petrol
giving better lubrication.

No engine adjustment necessary.
A reduction in fuel consumption guaranteed.
Less pollution - reduces exhaust emission.
Increases power - Prolongs engine life.
Improves performance on engines already converted.
Guaranteed for 200,000 miles, petrol or diesel.
Run on unleaded fuel without loss of performance.
Lubricates combustion zone (valve guides, seats, etc.)
Save 6% - 12% of petrol or diesel.
Reduce harmful exhaust gasses.

Money back guarantee if not satisfied.

Latest models now have all-metal construction and Brass Fittings!

	The In -Tank Unit Size approximately 28mm long x 25mm diameter, designed mainly for Motorcycles, Petrol Generators and Lawnmowers etc. One Unit generally required  for up to four gallons tank capacity.
(Not to Scale!)

 

Current Prices
Size 8	£55	All prices include post and packing within the UK. Overseas postage at extra cost.
Size 10	£62
Size 12	£68
Size 14	£96
Size 20	£147
Size 32	£282
In-Tank unit	£12

How does it work?

• The principle was originally developed during the war when a fuel catalyst was needed to enable Hurricane aircraft to operate on low octane fuel.
  
  
• The device looks simple: It’s a tube around four inches long (2,200cc version) which fits into the fuel line of any Internal Combustion Engine. A series of metal alloy cones, in contact with a ferrous membrane, react with liquid fuel to release molecules of tin and trace elements which condition the fuel for more complete combustion: they also continually lubricate the fuel system and combustion area.
  
  
• Two ferrite cores also create an electromagnetic effect which alters the charge of the hydrocarbon and oxygen molecules, enhancing the banding, and thereby burning off more fuel than before.
  
  
• The alloy reacts with liquid fuel to release molecules of tin and trace elements. In minute mollecular form these act as a high grade lubricant, thereby replacing the lubricant effect of lead in fuel with none of the negative side-effects. Another trace element controls high-speed flame formation, thus preventing pre-ignition or ‘knocking’.
  
  
• Ultraburn is a unique and balanced formula. It produces more energy, but with a net reduction in operating temperature due to the better heat transfer in a virtually carbon-free engine. Friction is also reduced as a result of the continuous injection of the molecular tin lubricant.
  
  
• Fitting is simple, and Ultraburn requires no maintenance!
  
  

• 1.Ultraburn will continuously lubricate the combustion zone and keep it virtually free of carbon and other corrosives which affect valves and seatings, injectors and needles, pistons and cylinders, sparkplugs, carburettors and exhaust systems.
  
  
• 2. It will boost petrol octane and diesel cetane, improving performance and fuel economy.
  
  
• 3. It will stabilise diesel, preventing the formation of bacterial growth in the fuel tank or gelling in very cold weather.
  
  
• 4. It will clean exhaust gasses reducing dangerous carbon monoxide and nitric oxide emissions by up to 50%.
  
  
• 5. It will continuously lubricate the entire fuel system, enhancing fuel flow, and maintain the optimum efficiency of all working parts - especially needles and jets.

Early Testimonials which can be downloaded in  Acrobat '.pdf' format.
Classic Automotive	96k
Tony Wild Promotions	78k
Kerrier District Council	61k
Champions	53k
Jim Strefford Garage	67k
Property Rentals	87k

For further reading, the Principles of In-Line Fuel Conditioning
 are explained in greater detail below:-.

The "Ultraburn" Conditioning of Fuels.
©  Datom Products Ltd

1. Introduction
2. Glossary
3. Hydrogen
4. Hydrocarbons
5. Fuels
6. Combustion
7. Fluid Technology
8. Magnetism and Fuels
9. Tin Alloys

The Ultraburn in-line fuel conditioner uses two scientific principles:

A physical one - magnetism.

A chemical one - the lubricating/catalytic properties of tin.

These principles encompass different technologies which require an understanding of the various factors which are involved. These factors are Hydrogen, Hydrocarbons, Fuels, Combustion, Fluid Dynamics & Technology, Magnetism and Tin/Tin Alloys. The chemical elements in the constituent parts and the chemical reactions which take place, necessitate a more detailed analysis of the basic chemistry.

As an environmental product, the Ultraburn addresses the fundamental issues of lead pollution, toxic gas emissions and acid rain by improving the performance and efficiency of one of the biggest polluters - the internal combustion engine.
The benefits of fitting the in-line fuel conditioner are both environmental and financial which makes the unit "environmentally friendly to your pocket". (Back to Top)

Glossary

As part of the innumerable carbon compounds, hydrogen is present in all animal and vegetable tissues and in petroleum (crude oil). Hydrogen is the simplest element and the hydrogen atom has for its nucleus a single proton surrounded by one orbiting electron.

A molecule of hydrogen consists of two protons and two electrons held together by electrostatic forces. There are two types of molecular hydrogen. These differ in the magnetic interactions of the protons due to the spinning motions of the protons. The relationship of the spin alignments determines the magnetic properties of the atoms.

The Hydrogen ion is, therefore, most useful in demonstrating the magnetic treatment of fluids. The practical aspect is simple but the physics are not.

The ion is useful because as shown:

a) it has a simple structure.

b) it is a significant component of many fluids (especially hydrocarbons)

c) it displays a nuclear dipolar movement.

d) It is diamagnetic.

The last two features are those which cause hydrogen to behave usefully in the presence of a strong magnetic field.
(Back to Top)

Hydrocarbons

Chemical substances containing only the elements hydrogen and carbon generally are called hydrocarbons. Many hydrocarbons occur in nature. As constituents of petroleum and natural gas, they are important energy sources.

Regardless of their diverse molecular structures, all hydrocarbons have a number of properties in common. In particular they are all combustible. If burned completely with sufficient oxygen, they produce carbon dioxide (CO₂ ) and water (H₂O). If we could imagine the ideal internal combustion engine, the combustion by-products (exhaust gases) would be carbon dioxide and water.

Such reactions are exothermic (i.e. they give off heat). If insufficient oxygen is present, the hydrocarbon may be incompletely oxidised, producing carbon monoxide or carbon. Such incomplete combustion explains the presence of carbon monoxide in vehicle exhaust, together with other by-products. The Ultraburn in-line fuel conditioner maximises the oxygen present in the combustion chamber. (Back to Top)

All fuels used in vehicles, marine engines, stationary engines and heating systems are derived from crude oil.

Crude oils vary considerably in their compositions, but the major components are hydrocarbons (compounds of hydrogen and carbon). Despite the variation in the molecular structure of the compounds, most crude oils contain approximately 84% carbon and 13% hydrogen. Most crude oils contain a mixture of three series of compounds, paraffin, napthene and aromatic. The paraffin series is refined to produce petrol/gasoline. The chief member of the aromatic series is benzene. (Back to Top)

Combustion

Combustion is a chemical reaction between substances,, usually including oxygen and usually accompanied by the generation of heat and light in the form of a flame. The rate or speed at which the reactants combine is high, in part because of the nature of the chemical reaction itself and in part because more energy is generated than can escape into the surrounding medium with the result that the temperature of the reactants is raised to accelerate the reaction even more. The main event in combustion is the combining of combustible material with oxygen.

The complexity of the combustion reaction mechanism and the rapidly varying temperature and concentration in the mixture make it difficult and often impossible to devise an equation that would be useful for predicting combustion phenomena.

Hydrogen combustion proceeds by complicated reactions involving the interaction of hydrogen and oxygen atoms with oxygen and hydrogen molecules, respectively to produce hydroxyl radicals. The final reaction product is water, formed by the combination of hydroxyl with hydrogen molecules.

The mechanisms of combustion of hydrocarbons are known in general outline only and are complicated by the diversity of molecules and radicals involved.

The internal combustion engine uses combustion and flame phenomena. The engine operates with a mixture compressed in a cylinder by a piston. Shortly before the piston reaches the top, the mixture is ignited with a spark, and the flame propagates at a normal velocity into the unburnt mixture, increasing the pressure and moving the piston. There is a maximum of compression for any mixture composition and any engine design. Detonation occurs beyond this maximum because of the appearance of centres where self-ignition takes place before the flame front. Loss of power is one result of pre-detonation (pinking). Compounds hindering self-ignition are used to prevent this.

The diesel engine operates with a fuel spray injected into the engine cylinder as liquid droplets that mix with air by turbulent diffusion and then evaporate. At normal operations of the engine, the temperature of the compressed air is sufficiently high for self-ignition of the fuel.

To promote complete combustion, oxygen must be combined with the hydrocarbon molecule. As the net charge of the hydrocarbon and oxygen molecules are both negative, there are repulsive forces, not attractive forces present. To overcome this repulsion, combustion engineers design combustion processes so that the combustion envelope is super saturated with oxygen. This oxygen concentration forces the two similar charged molecules to be in close physical proximity to each other and eventually combine to create the combustion climate. In essence the fuel uses the available oxygen.

The air/fuel ratio at which the fuel burns most efficiently is called the STOICHIOMETRIC POINT. This is also the point at which hydrocarbon (HC) and carbon monoxide (CO) emissions are lowest and carbon dioxide (CO₂) is at the highest.

The Stoichiometric Point (at which the fuel mixture burns most efficiently) is at 14.7 to 1 air/fuel ratio, for a vehicle at steady cruise. This point may vary slightly because of differences in fuel consumption. The Ultraburn in-line fuel conditioner reduces the carbon monoxide and hydrocarbon emissions considerably, thus bringing the engine considerably closer to the Stoichiometric Point.

By-Products

The by-products of incomplete combustion (figure 2) are water, oxygen, carbon dioxide, hydrocarbons, oxides of nitrogen, and carbon monoxide.

WATER is a by product of combustion and of course is one of the better compounds that is emitted.

OXYGEN is an essential element in combustion and ideally no surplus oxygen should be produced. The internal combustion engine is not yet ideal. Oxygen is measured as a percentage of the exhaust gas and a reading of 1.5% is considered acceptable.

Ultraburn contributes to the combustion within the chamber by improving the bonding of the oxygen with the hydrocarbons. However, all the available oxygen is not utilised.

CARBON DIOXIDE is a less harmful gas than other by-products of the combustion process and the higher levels are a result of improved combustion. CO₂ is measured as a percentage of the exhaust gas and a reading of around 15% is considered ideal.

Ultraburn conditions the fuel to burn more efficiently.

HYDROCARBONS are highly toxic and represent unburnt or partially burnt fuel. High levels of hydrocarbon (measured in parts per million -ppm) in the gas are often related to incorrect fuel/air ratios.

Ultraburn creates a more efficient fuel and air mix and can reduce the hydrocarbon emission by up to 50%. This reading should be as close to zero as possible.

OXIDES OF NITROGEN are directly related to the operating temperature of the engine and are highly toxic. They are formed when the operating temperature exceeds 2500^oF. When emitted into the atmosphere they form nitric acid which, as well as being a lung irritant, contributes to the acid rain which is having such a devastating effect on the forests of Europe and the Northern Hemisphere.

Ultraburn can reduce the running temperature of the engine and consequently reduce the level of oxides of nitrogen being emitted.

CARBON MONOXIDE is again highly toxic and is the result of the hydrocarbons not being completely oxidised. High levels of carbon monoxide (measured as a percentage of the exhaust gas) can be caused by oxygen starvation.

Ultraburn maximises the amount of oxygen in the chamber which increases the oxidisation of the hydrocarbons thus reducing the amount of carbon monoxide produced by up to 50%. This reading should be as close to zero as possible. The more efficient the combustion process, the higher the reduction in harmful, toxic emissions. (Back to Top)

History can attest to the fact that Man has always expended enormous amounts of time and energy toward the sole purpose of adapting his environment to fit his particular needs. The development of effective fluid conditioning, clearly supports this contention.  Man has always found it more desirable to alter (condition) the performance of any fluid used in a given process as opposed to making the necessary changes in the (man-conceived) process.

To date a tremendous amount of research has been undertaken into "ideal" fluid conditioning methods. For years, many focused on the development of elaborate machines and hazardous chemicals to do the conditioning. For almost as many years, a small group has spent their energy studying the remarkable simplicity and effectiveness of magnetism.

By examining a unit volume of a given fluid, groups of atoms (molecular building blocks) form molecules. Within every molecule, the atoms are bound together through a basic electrostatic attraction, magnetism. These bonds, combined with the specific atomic content of each molecule, impart the body of the molecule with two distinct physical characteristics:-

a) Each molecule possesses positive and negative extremities. i.e. every molecule can be pictured, for simplicity; as a small bar magnetic with north and south poles.

b) While each molecule displays polarity, it can simultaneously exhibit a predominantly positive (or negative) charge.
(Back to Top)

Magnetism and Fuels

The atomic "glue" that bonds atoms and groups of atoms together is the magnetic attraction. This allows outside magnetic forces to be expressed at the molecular level (magnetic susceptibility), thereby allowing an external (magnetic) amplification resulting in particular nuclear chemical results.

One of the earliest uses of the existence of nuclear dipolar moments was discovered by Felix Block of Stanford University and Edward Purcell of Harvard University (1946 Physics Review). Later in 1952 they were jointly awarded the Nobel Prize for their work on nuclear magnetic resonance. Their work defined the phenomena:-

a) Atoms that possess an odd number of protons and/or neutrons will alter their normal chaotic nuclear spins and line those spins up in relationship to a strong external magnetic field.

b) Once organised, radio waves of a specific (LARMOR) frequency can be bounced off those atoms (much like sonar or radar) and useful information can be obtained.

Initially this discovery was used in the field of nuclear magnetic resonance spectrometry (analysis by bouncing radio waves off premagnetised substances).

It was later discovered by Dr. Raymond DAMADIAN in 1971 that cancerous tissues (hydrogen based) give different echoes to non-cancerous.

This led to the invention of Nuclear Magnetic Resonance Imaging (NMRI), the next generation to the 'CAT SCAN' in 1974. This magnetic device aligns the body's hydrogen ions while ignoring bone tissue.

This scientific application has proven that very powerful magnets will align the nuclei of hydrogen ions.

DIAMAGNETISM is characterized by negative susceptibility. This can be understood on the basis of Faraday induction acting on the orbital motions in atoms or ions whereby the electron is in a circular motion around the nucleus. If a field is introduced perpendicular to that circuit, according to Faraday's Law, there will be an electro-motive-force acting on the electron. This EMF has the effect of changing the nature of the circulating motion in atomic orbits. The EMF produced by the magnetic field results in an electric field which naturally acts tangentially to the direction of the electronic motion. As a result of this field, the electron will be accelerated according to Newton's Law.

With an accelerated electron spin, the ionic behaviour is altered. Regardless of the radius of the electron orbit, the electron stability is reduced and thus the ion's affinity for other stable electrons is increased.

It can be stated, therefore, that a diamagnetic ion (H+) subsequent to magnetisation, displays a net positive charge (H+) or positive ionisation.

Nuclear alignment allows hydrocarbons (fuel) to flow more evenly and therefore burn more uniformly and efficiently.

Positive ionisation allows hydrocarbons (fuel) to attract and bond with negatively charged oxygen. This encourages more complete carbon/oxygen bonding and therefore more complete and efficient combustion.

Positive ionisation allows fuel to attract negatively charged carbon build up. Pulling precipitants back into suspension, cleans the combustion path and therefore contributes to increased efficiency.

The concept does have a scientific basis.

DIESEL.

In addition to increasing fuel efficiency, when magnetised, using an Ultraburn unit, diesel fuel will resist gelling. This means that, during cold weather, special additives may be eliminated. As with petrol, the same oxygen bonding and cleaning occurs giving an immediate increase in available power and a marked reduction in the exhaust smoking associated with diesel power.

Magnetising the fuel polarises the mixture by replacing the normal chaotic fluid with an even, positively charged, uniformly aligned fuel which, with the oxygen bonding, results in an almost total burn for complete and better fuel efficiency.
(Back to Top)

Tin Alloys

The use of tin alloys as field additive has been researched by the International Tin Research Institute. Whilst they are not permitted to endorse the product, from their extensive knowledge of tin chemistry, the concept does have a scientific basis.

The development is said to have originated in Russia in the years prior to and during the Second World War. This was indeed a genesis era for fuel additives, driven in particular by the demand for new octane boosters to enable fuel quality to match the rapid advances in engine technology.

To the modem eye, the use of particles or blocks of pure metal or metal alloy in a fuel stream is somewhat of a novelty. This was however not the case in the 1930's and 40's.

Examining the scientific literature of these decades is a fascinating study. It would be too optimistic to expect to find out Russian military secrets, but it seems that the time was right for the concept to emerge. There were three areas of scientific investigation involving tin, each having a very close relation to the chemistry of tin metal and its alloys as a fuel additive.

Before World War 2, the majority of petrol containers were made from tinplate. Due to the prospect of a tin shortage during the war, the tinplate was replaced by a terneplate, steel coated with an alloy of lead containing 20% tin, still in widespread use today. Inevitably much work was done on the interaction of tin and other metals with fuel, based on corrosion, gum formation etc.

Secondly, the field of bearing technology was evolving rapidly, attempting to keep pace with new engine designs. A tin alloy, known as a "Babbitt" or "White Metal" bearing was in very common use, especially in aircraft engines. The fundamentals were just being discovered including the chemical interactions between the bearing alloy surface and the lubricating oil. An understanding of the catalytic nature of these interactions led quickly to the development of metallic antioxidants for oils. Tin was found to be excellent in this regard and this application continues to the present day. It has been found that it has particular benefits over alternatives at high temperatures, and that in certain forms an additive can possess anti-wear properties as a second function.

A third area of application for tin under study in the 1930's was as a coal liquefaction catalyst. The conversion of the abundant resource coal into vital petroleum products necessitated a catalyst, and tin in any form was found to be the most efficient. For technical reasons a tin chemical was actually used in the plant.

It is apparent that the information available to scientists developing the original tin alloy based fuel additive in the 1930's pointed clearly to the potential for the use of tin in fuel systems. The interactions of tin with fuel were known and the catalytic activity of tin for the thermal breakdown and oxidation of hydrocarbon systems was being clearly demonstrated in the fields of coal liquefaction and lubricating oil additives.

Firstly, the tin in the fuel additive is both alloyed with other metals and in physical contact with a dissimilar metal, which is expected to profoundly modify the chemistry. Secondly fuel itself contains additives and impurities, some of which have the right chemistry for tin disssolution. It is known that the electrochemistry plays a key role in the action of the additive. Thus the action of the device appears to be driven by the voltage generated between dissimilar metals.

Electrosynthesis is the process whereby the voltage drives a reaction. This would be between alkylhalides and the metals in the alloy. This reaction is well known for tin. One of the other metals in the alloy is a known catalyst for this reaction. Where does the alkylhalide come from? Apart from trace concentrations naturally occurring in petroleum, it is added in relatively large quantities as a scavenging agent.

The catalytic chemistry of tin is of two types, both of which are exploited in commercial applications of tin chemicals:-

a) Firstly the tin atom itself is capable of absorbing the intermediates in chain reactions such as thermal degradation, oxidation and combustion. Thus tin has been identified as a combustion modifier for fuels.

b) The second type of catalyst occurs on tin oxide surfaces. Carbon monoxide, nitrous oxide and certain organic molecules will react with oxygen atoms at the surface to form carbon dioxide, nitric oxide, aldehydes, etc. This catalysis is usually promoted by the addition of other metals. This technology is used in CO₂ lasers, gas sensors. air purification systems and oil refining. There is the potential for both to be in operation in different areas and at different stages of the combustion cycle in an engine. Most importantly, the effects of both types of catalysis seem to be present in the device.

The tin and other components in the alloy have very much in common with substances known to react with compounds found in fuels.

The tin alloy based device, undoubtedly, has an oxide surface. Alkenes are a common component of petroleum products and can be responsible for the more smoky products in combustion. The mixed metal oxides present on the alloy surface correspond to well known catalysts for oxidation of alkenes. The oxygen sources in this case could be trace water or air. The products would be oxygen containing organic molecules which are very similar to those currently in use as octane boosters for fuel. These reactions usually proceed under conditions of high temperature and pressure.

In oxide, present on the surface of the tin alloys, is a well known ion exchange agent for metal ions and trace metal ions in the fuel will almost certainly absorb on the oxide surface. Removal or conversion of metals in this way is expected to have an effect on fuel chemistry.

Traces of metals such as ion copper in fuels and oils are catalysts which encourage degradation. Removing these metals is known to improve fuel and oil stability. (Back to Top)

The currently available historical and scientific information relating to the chemistry of a tin alloy based fuel modifying device has been reviewed.

It has been shown that there are close connections between three areas of tin chemistry active at the time of the original development of the product which should have pointed to the possibility of improving engine performance by introducing tin alloy into the fuel system.

© Datom Products Ltd

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