A better engine in every bottle.
STOP SMOKE - REMOVE CARBON - REGAIN POWER -
REDUCE SMOKE - REMOVE CARBON - REGAIN POWER - SAVE ENGINE REBUILDS while you drive, without touching a spanner . no downtime !
Note . the more fuel prices increase, the more you save when using FTC.
FTC . DIRECTIONS FOR USE . HOW MUCH TO USE .
Avoid spills as staining may occur (skin and surface stains exposed to air, usually disappear with time).
Add directly to fuel tank at the following rates:First 80 hrs running, or until improvement is noticed - add 2ml FTC catalyst per litre of fuel (1:500)
Thereafter as a maintenance or preventive treatment - add 1ml FTC catalyst per litre of
fuel (1:1000). If FTC catalyst is always in the fuel (eg bulk fuel) use 2ml FTC catalyst per 3 litre of fuel (1:1500).
Where excessive idling and/or prolonged light work is unavoidable, use FTC catalyst
continuously as a preventive measure, such as in diesels and 4x4 around town, Japanese
imports, lawnmowers, chainsaws, pleasure boats, crane trucks, short haul tipper work
(low gear), cherry picker trucks, large horsepower engines on easy work.
FTC . AMOUNT REQUIRED GUIDE .
Up to 90 HP ... 1L FTC catalyst. 90 to 150 HP .. 2L FTC catalyst
150 to 350 HP .. 5L FTC catalyst. 350 to 800 HP .. 10L FTC catalyst
FTC catalytic decarbonising is a gradual process . smaller diesel engines and all petrol
engines usually deglaze quicker than larger diesel engines. Cylinder glaze is quickly
burnt off, while hard carbon deposits take longer.
FTC . USE PRECAUTIONS .
POISON Keep out of reach of children. Read precautions before opening container, or use. Avoid contact with skin and eyes and breathing its vapour.
Store in original container in cool dry place. Dispose of empty container in approved
landfill. If poisoning occurs, contact a doctor or Poisons Information Centre. If
swallowed, do not induce vomiting, drink a glass of water. If skin contact occurs,
remove contaminated clothing and wash skin thoroughly. Leave contaminated area.
Apply artificial respiration if not breathing.
Contains organo-metallic catalyst, 600g/L flammable hydrocarbons and 10g/L butanol.
UN # 1993. Packing Group III FLAMMABLE LIQUID 3
Dangerous Goods Class # 3B. Transport of more than 1 litre packs require NZ Hazardous Substances Dangerous Goods Declarations. HAZCHEM 3Y
FTC catalyst is an organo-metallic material that oxidises (burns) engine carbon deposits. When added to petrol or diesel fuel, FTC catalyst modifies the chemistry of the fuel combustion process, to accelerate the fuel burn and oxidise existing combustion chamber and exhaust system carbon. This action is harmless to engine components and is a progressive action working first on the easier softer deposits and eventually on stubborn hard carbon that would normally have to be chiseled off at overhaul.
Most diesel fuels typically contain some fractions that are more difficult to burn. The
slower burning fractions of diesel are associated with black smoke and carbon deposit
formation. The majority of engine carbon deposits are derived from the fuel source and
are caused by poor combustion. Normally an engine becomes glazed when combustion
efficiency is poor due to excessive idling or prolonged light duty operation.
FTC catalyst increases combustion efficiency even at light load and idle. FTC catalyst will burn away the cylinder glaze, which is essentially carbon packed into the cylinder cross hatch, preventing proper oil control. To initially deglaze engines we recommend where possible, to operate the engine at heavy loads while using FTC catalyst, as this will promote a faster deglazing action.
Proper oil control will not be restored to an engine where the cross-hatch has been removed due to wear!
FTC catalyst may improve cetane ratings, but the principal mechanism of the catalyst is
to force carbon monoxide gases formed during combustion to convert to carbon dioxide
more rapidly than otherwise. This catalytic action releases the available energy of the
fuel in a shorter time and improves the power delivered by each combustion cycle.
FTC catalyst also reduces the tendency of the combustion process to saturate with
carbon monoxide, a condition which leads to the formation of abrasive soot and smoke
FTC catalyst also reduces soot particle size, thus reducing engine wear.
1. Hydrocarbon fuels release energy in a series of oxidation steps by which the original
hydrocarbon molecules are broken down giving up energy in each step.
2. This oxidation process desires to convert all the hydrogen atoms in a hydrocarbon
molecule into H2
O (water) and all the carbon atoms to CO2
3. In a combustion chamber the oxidation reactions proceed at explosive rates until all
the hydrocarbons are converted to OH-(hydroxyl ions), H2O and CO (carbon monoxide).
4. The oxidation of CO to CO2 is a much slower less explosive reaction than the earlier
stages of combustion. It requires OH- ions in the process to form intermediate
compounds prior to the formation of the CO2 end product.
5. In the presence of FTC catalyst and O2
(oxygen), CO at elevated temperatures
converts rapidly to CO2
. The affinity CO has for FTC catalyst is about 1000 times stronger than it has for O2
CO will not even burn in O2 without the presence of OH- ions.
6. Thus in the combustion chamber, the FTC catalyst reacts violently with CO to form an unstable intermediate compound, probably a pentacarbonyl, which at the high temperatures reacts rapidly with O2
to form CO2
releasing the FTC catalyst to repeat its catalytic role.
7. The violent FTC catalytic reaction produces more power and reduces the soot forming process, which otherwise occurs when CO saturates the combustion chamber before the completion of fuel burning.
8. It is worth noting that as diesel fuels are produced with increased unhydrogenated
“cracked” bottoms, the ratio of C to H increases. This means that engines must deal with increased proportions of CO and reduced available OH-, causing more smoke and soot. Under these circumstances FTC catalyst is of greater benefit, as is the case at high altitudes where oxygen levels are lower
Used diesel engine oil is readily identified . it’s BLACK.
It’s black because of soot produced by incomplete combustion of diesel fuel. This soot is also evident as black smoke coming out of the exhaust. Some of it passes the piston rings and reaches the engine oil.
The amount entering the oil depends on numerous factors including temperature, operation, engine condition, load, rpms and altitude. Everything else being
equal, the amount of cylinder/piston ring “blow-by” controls the rate of soot entering the
oil. “Blow-by” reduces the oil cleaning ability, which allows deposits to build up faster,
further increasing “blow-by” and so the wear-cycle is repeated . higher levels of
maintenance are required and operating efficiency plus engine life are reduced quite
If fuel combustion was 100%, diesel engine oil would not turn black with soot and no
black smoke would be measured. However, for numerous reasons including diesel fuel
performance level, engine design and engine condition, 100% efficiency is never
achieved. The problem is that soot is an abrasive, like valve grinding paste, but on a
smaller scale. Between two sliding surfaces, eg piston ring and cylinder liner, or bearing and journal, the presence of soot can create abrasive wear, if it bridges the minimum lubricating oil film thickness and interferes with the metal-to-metal clearance.
The more soot the greater the potential for wear.
The relative size of the soot particle to the minimum oil film thickness is of vital
importance. It is widely recognised that approximately 80% of engine wear occurs
during start-up when a good deal of the lube oil has drained back into the sump, leaving
a minimum oil film thickness for effective lubrication. The presence of soot will be most
damaging during start-up.
The size of soot particles can vary considerably. The most dramatic reduction in soot
size comes from improving fuel combustion efficiency. Independent studies show that
FTC catalyst reduces the soot diameter from 1.0 to 0.2 microns .that’s 1/5 the original
A reduction in the diameter of abrasive soot particles is the most important factor in reducing engine wear. Reductions in engine wear of 20-25% are not unusual with FTC catalyst used in the diesel fuel.
FTC catalyst use and are supported by laboratory analysis of used oil. High performance diesel fuel produced by a straight-run, narrow-cut distillation process,
is a thing of the past. Today’s diesel is not a true “distillate”. It contains large amounts
of catalytically cracked components (cycle oil) and higher boiling point components. The performance value of diesel fuel can be increased chemically by 6-10% in high speed diesel engines by introducing FTC catalyst.
For operations experiencing wear problems, it is necessary to first determine what is the likely cause. However, in the majority of cases, optimising the combustion efficiency by use of FTC catalyst will produce measurable improvements.
FTC engine decarboniser combustion catalyst added to diesel fuel produces less abrasive soot. The oil then copes better with keeping ring grooves cleaner, thus reducing “blow-by”. Independent tests in the fleet of 12 Cummins powered coal haulers showed an average 58% reduction in oil consumption when using FTC catalyst.
You may also wish to read these independent official reports on FTC:
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