HOME OF THE FUEL PREPORATOR^®
The Original
Fuel/Air Separation & Filtration System For Diesel Engines!

All diesel engines need a 'State of the Art' fuel filtration delivery system!

The solution is Fuel Preporator^® - the only filtration delivery system that separates air from the fuel , as well as water and particulates, and maintains the proper pressure flow to the transfer pump, eliminating cavitation and vapor. Fuel Preporator^® significantly improves diesel engine performance and is approved for sale and use in California by CARB.

Fuel Preporator's effectiveness has been proven over millions of truck miles and verified by EPA & CARB Certified Olsen Ecological Laboratory testing under ISO 8178 8 Mode Test criterion. Discover how patented Fuel Preporator^® technology can deliver for you:

Increase fuel economy	Extend fuel filter life
Increase torque output	Enjoy a quieter engine
Improve throttle response	Enjoy a smoother idle
Reduce exhaust emissions	Optimize engine performance

 Air becomes entrained in diesel fuel through agitation from pumping and sloshing in the tank. Additionally, the engine's transfer pump, operating under a vacuum, as with the conventional filter system, has a limited pressure flow available. This limited flow, which is insufficient to fully fill the pump mechanism at higher operating RPM's, results in pump cavitation and  vapor. At higher altitudes, atmospheric pressure, the force that drives fuel from the tank, through the lines and filter, and into the transfer pump, decreases. This increases cavitation even more. Conventional fuel filter systems do nothing to relieve these conditions. In fact, as the filter becomes more restrictive to the fuel flow as it plugs with use, these conditions become much worse!

University of Illinois Department of Mechanical & Industrial Engineering, College of Engineering's study of diesel fuel concludes:

Diesel fuel is vaporized in a conventional filtering system and is allowed to pass on to
   the injector system.
Air is also allowed to pass on to the injector system.

These phenomena are undesirable because the two-phase flow from the conventional filtering system not only reduces the mass flow rate from the fuel pump but also leads to a lag in injector timing. This lag in the injection of the fuel can have a considerable negative effect on the performance of a diesel engine. "

"Unlike the conventional filtering system, the Fuel Preporator® does not allow vaporized diesel fuel to be created, nor does the Fuel Preporator® allow entrained air to be passed on to the engine. The Fuel Preporator® eliminates the inconsistency that is found in a conventional fuel filtering system."

Entrained air and vapor in diesel fuel causes retarded injection timing!

Air and vapor are compressible. Their presence in the injector delays the pressure buildup and the injection. The delay of the injection results in retarded injection timing. Moreover, air in the fuel, no matter how small, remains a bubble. As a consequence, the amount of air entering the injector will vary from injection to injection. The more air/vapor present in the fuel the more retarded the injection timing, the less air/vapor present the less retarded the injection timing. University of Illinois Engineering Department states: "it has been concluded that entrained air and fuel vapor present in the fuel injection system produces a timing delay for roughly one out of every three sprays..."

The 'BEFORE' spray pattern picture, shows graphically the effect of air/vapor in delaying the pressure buildup.

The 'AFTER' picture, with processed fuel from the Fuel Preporator®, represents how each and every spray pattern could and should be!

Retarded injection timing negatively affects diesel engine performance!
Retarded injection timing caused by the presence of air/vapor in the fuel results in: low torque or power output, increased fuel consumption, increased exhaust emissions, rough idle/wet cylinder, and poor throttle response.

Low Torque and Low Power Output:

Low torque due to a delayed injection results from the fuel arriving in the combustion chamber too late for a full burn.

Retarded Injection Timing

Advanced Top Dead Center, No Fuel to Ignite, Injector Com- pressing Air.

Top Dead Center,  In- jection Begins and Fuel Starts to Ignite. No Expanding Gases to Drive Piston Down.

Power Stroke Con- tinues, Expanding Gases Start to Drive the Piston Down.

The Piston is to Far Into the Power Stroke for the Fuel to Burn Complete and the Expanding Gases to Develop Full Power.

 

Specifically, a delay of the injection from an uncontrolled event, such as the presence of air/vapor in the fuel, allows the piston to move further into the power stroke before the injection takes place. The piston is now beyond the optimum position to fully utilize the pressure boost of the expanding gasses and for a complete burn of the fuel.

Corrected Injection Timing

Advanced Top Dead Center,Injection Starts, Fuel Ignites.

Top Dead Center, Power Stroke Begins, Expanding Gases from Burning Fuel Drive The Piston Down.

As the Power Stroke Continues, Expanding Gases Continue to Drive the Piston Downward.

With a Complete burn The Long Stroke of the Diesel Engine  Produces Peak Power & Torque with Maximum Fuel Efficiency.

The injection of fuel is intended, by preset parameters, to take place as the piston nears the top of the compression stroke. This allows the fuel to ignite as the crank journal approaches top dead center. Now, the timely injection followed by a full length power stroke, allows the fuel to burn completely and the expanding gasses to forcefully drive the piston downward. The full burn of the fuel maximizes power output and fuel efficiency with minimal exhaust emissions.

Peak Torque Falls Off as RPM Increases!

The following torque curves bare witness to the typical points where torque rise peaks and then begins to fall off. These diesel engines are all equipped with the conventional 'vacuum feed' filter system. Notice the point of torque rise, the peak torque range, and the similarity of rpm where torque begins to drop. This would imply the point at which atmospheric pressure fails to provide the Net Positive Suction Head necessary to support adequate fuel flow to the transfer pump, and cavitation becomes apparent.

NOTE: It is standard within the industry to perform test cell tests with clean fuel filters to allow the engine optimum performance. However, a diesel engine in day to day operation equipped with the conventional 'vacuum feed system' will suffer a decrease in power output, a decrease in fuel economy, and an increase in exhaust emissions as the fuel filter plugs with use.

Fuel Preporator^® Increases Torque and Power Output!

With the entrained air eliminated from the fuel and the necessary NPSH, Net Positive Suction Head, supplied to the transfer pump, the Fuel Preporator^® equipped diesel engine will have a consistently timely injection and perform at peak power output and efficiency regardless of fuel filter condition. Torque rise off idle is seen to double, peak torque increases about 6% and does not fall off at the higher RPM's as it does with the conventional 'vacuum feed system'.

The torque curve graph on the right was performed by the University of West Virginia, Morgantown, Engine Lab. The top curve was with the Fuel Preporator®/ No Air. The next to top curve was with the Fuel Preporator® / 0.5 slpm Air Injection into the Fuel Tank. The bottom two curves without the Fuel Preporator® start dropping at the 15/1600 rpm range. The slight recovery at 1600/2200 rpm is not typical of an in-use engine.

The torque curve of a Caterpillar® 3306 diesel engine under controlled testing at the University of West Virginia show the performance improvement obtained through the use of the Fuel Preporator®.

 

Increased Fuel Consumption:

Retarded injection timing causes not only low power, but also an incomplete burn. This simply means that some fuel has not burned and is going out the exhaust. An incomplete burn in itself results in poor fuel economy. More than that, low power forces the driver to drop gears increasing the number of injections over the same distance and wasting even more fuel.

Fuel Preporator^® Increases Fuel Efficiency!

An engine equipped with the Fuel Preporator^®, having a timely injection and complete burn of the fuel, develops more power from the same volume of fuel than it would when equipped with the vacuum feed filter system. Consequently, the Fuel Preporator^® equipped engine is the more efficient engine! Fuel savings of 6% and more are consistently produced through the use of the Fuel Preporator^®.

 

Increased emissions, Unburned HC's and No_x:

Air/Vapor in the fuel causes retarded injection timing. As pointed out by the University of Illinois College of Engineering study, one out of every three injections is retarded. This triggers the chain of events that create major emission problems for the diesel engine. The retarded injections result in partially burned fuel or unburned hydrocarbons. The unburned hydrocarbons create deposits which reduce the volume of the combustion chamber, in turn, increasing the compression ratio.

The retarded injection results in unburned hydrocarbons and deposits, The two out of three injections that are timely, result in higher temperatures and increased NO_x gasses.

Fuel Preporator^® Reduces Exhaust Emissions!
Tests show that after installing the Fuel Preporator®, and all injections become timely, the carbon deposits burn out after 100 to 120 hours of run time and the Nox decreases by 46%. Other tests have documented reductions in unburned HC's in Series 60 Detroits by 29% and 3406B Cat's by 76%.

EPA & CARB Certified Olsen Ecologic Lab, ISO 8178 8 Mode Testing of the Fuel Preporator^®.

“The ISO 8178 is an international standard designed for a number of non-road engine applications. It is used for emission certification and/or type approval in many countries worldwide, including the USA, European Union and Japan. Depending on the legislation, the cycle can be defined by reference to the ISO 8178 standard, or else by specifying a test cycle equivalent to ISO 8178 in the national legislation (as it is the case with the U.S. EPA regulations).

The ISO 8178 is actually a collection of many steady-state test cycles (type C1, C2, D1, etc.) designed for different classes of engines and equipment. Each of these cycles represents a sequence of several steady-state modes with different weighting factors.”

The following 6 charts and the brief summary are from the Analysis of the Olsen Ecologic ISO 8178 Test by Vinyard Technology. Both the test report and the analysis are available for study and verification.

Fuel cavitation testing, simulated by a fuel line restriction, provided similar results to that of air entrainment.  There was a 23% loss in power accompanied by a 6% loss in fuel efficiency, as is illustrated in Figs. 4-5.  The PureFlow system restored baseline values.

Figure 4. Horsepower for Baseline, Fuel Cavitation and PureFlow, 8-Mode test.

Figure 5. BTE for Baseline, Fuel Cavitation and PureFlow, 8-Mode test.

Rough Idle and Wet Exhaust:

Rough idle results from inconsistent injection timing due to the variation of air/vapor present in each injection. The delayed injections also cause the idle speed of the engine to drop below the set idle rpm. Consequently, the ECM or governor must then increase the amount of fuel injected to bring the engine back to the set idle speed. This adds more fuel than the engine can completely burn. After considerable idle time, if the idle is not brought up to 800 to 1,000 rpm, the excessive fuel washes oil from the rings and liners, contaminates the oil in the crankcase and causes excessive engine wear. More importantly, the wet cylinder effect causes excessive unburned fuel in the exhaust of the idling diesel and has lead to anti-idling laws for truckers across the nation.

 

Permanent Injector Damage:

Engineers also know that the presence of air/vapor in fuel can cause permanent damage to the injectors

Caterpillar^®, PEHP7046:
"Damage can be caused by anything in your fuel system that should not be there, including particles, heat, water and air bubbles".

The presence of air and vapor in diesel fuel is known to lead to permanent injector damage. Air/vapor displacing the fuel, which is the lubricant between the barrel and plunger, can cause metal on metal contact and galling. Pitting of the injector barrel takes place as the down stroke of the plunger causes the sudden pressure build up and the implosion of an air/vapor bubble next to the barrel wall knocks out a small bit of metal. Air/vapor passes through the tip more readily than fuel. The fuel then impacts the tip, enlarging the hole(s) causing tip erosion and sometimes even knocking the tip completely off.

Choice of a Primary Filter?

The selection of a primary filter for diesel engines has, for the most part, been left as a personal choice of the person spec'ing the equipment to select from a list of available options. Virtually all diesel engine's primary fuel filters operate under the conventional vacuum feed concept. The only exception would be certain off road or stationary applications. Consequently, the only requirements from the engine manufacturer have been that the filter meet minimum filtration requirements or micron ratings for particulate removal and should not exceed maximum restriction specifications when in operation.

Although the problems created in diesel engines from the presence of air in fuel and vapor from cavitation are well known and understood, the engine manufacturer's are limited to available technology. The only prevention of air/vapor induced into the fuel system is directed toward the prevention of leaks on the vacuum side of the transfer pump and to maintain flow restriction within specifications.

Although there have many attempts, Fuel Preporator® is the first successful device developed that removes virtually all entrained air from the fuel delivered from the fuel tank to the operating engine and at a pressure flow that prevents pump cavitation and the resulting vapor.

 

The "Vacuum Feed" system is the system currently on your diesel engine!

Ask yourself why would you even want to use a filtration system, the vacuum feed system, that, as it filters the fuel, does not eliminate air/vapor from the fuel that can cause permanent damage to your fuel injectors as well as increased fuel consumption, power loss, and increased exhaust emissions, NOW THAT YOU HAVE A CHOICE!"

Warranty!

The question is often asked, "Will the installation and use of the Fuel Preporator® on my engine void the factory warranty?" Why should filtering contaminates, meeting the factory spec's, while removing air and preventing vapor from being formed, both of which are recognized to cause permanent engine damage, poor engine performance, poor fuel economy, and increased exhaust emissions, which is what the Fuel Preporator® addresses, void the warranty?

In fact, shouldn't the question be asked, why doesn't the use of the conventional, vacuum feed system, commonly in use, that does not address or eliminate these issues and actually makes them worse, void the engine warranty?

 

The patented FUEL PREPORATOR^® overcomes the deficiencies of the conventional "vacuum feed" fuel filtration system to:

Filter particulate contaminates and water from the fuel, meeting the filtration specifications of all engine manufacturers for primary filters!

Eliminate virtually all entrained air from the fuel flow to the engine!

Deliver fuel at a consistent, positive pressure flow to meet the needs of the transfer pump at all times, under virtually any operating condition!

Increase in fuel efficiency of 6% or more!

Increase in horsepower and torque!

Reduced Exhaust Emissions!

Quicker starts, especially in colder weather!

Improved throttle response and drivability!

Smoother idle and quieter engine at running speed!

Virtually eliminate the "Wet Cylinder" effect of the idling diesel engine!

Consistent engine performance under virtually all operating conditions!

The Fuel Preporator^® system also includes: a water separator, fuel filter, and an Indicator Light for your dash, to signal fuel filter changes before filter plugging effects engine performance.