Hydrogen, the lightest and most basic element known to man, is the major constituent of hydro-carbon fuels (besides carbon and smaller amount of sulphur and inert gases). It has one positive charge (proton) and one negative charge (electron), i.e. it possesses a dipole moment. It can be either diamagnetic or paramagnetic (weaker or stronger response to the magnetic flux) depending on the relative orientation of its nucleus spins. Even though it is the simplest of all elements, it occurs in two distinct isomeric varieties (forms) - para and ortho.
It is characterized by the different opposite nucleus spins. In the para H₂ molecule, which occupies the even rotation levels (quantum number), the spin state of one atom relative to another is in the opposite direction ("counterclockwise", "antiparallel", "one up & one down"), rendering it diamagnetic; whereas in the ortho molecule, which occupies the odd rotational levels, the spins are parallel ("clockwise", "coincident", "both up"), with the same orientation for the two atoms; therefore, is paramagnetic and a catalyst for many reactions. Thus, the spin orientation has a pronounced effect on physical properties (specific heat, vapor pressure) as well as behavior of the gas molecule. The coincident spins render orthohydrogen exceedingly unstable. In fact, orthohydrogen is more reactive than its parahydrogen counterpart. The liquid hydrogen fuel that is used to power the space shuttle or rockets is stored, for safety reasons, in the less energetic, less volatile, less reactive parahydrogen form. During the start of the shuttle, the orthohydrogen form is beneficial since it allows to intensify the combustion processes. To secure conversion of para to ortho state, it is necessary to change the energy of interaction between the spin state of the H₂ molecule.

At 20 deg. C (room temperature), 75% of hydrogen is in the para (i.e. stable) form. It is only when we drop the liquid hydrogen temperature to -235 deg. C that 99% of the hydrogen is in the ortho, more volatile, and unstable (i.e. more combustibly reactive) state. Obviously, keeping hydrogen fuel at this low temperature to attain the added combustion efficiency is not practical. However, in the fifties an American rocket scientist, Simon Ruskin, realized that parahydrogen could be converted to higher energized orthohydrogen through magnetic stimulation, i.e. the application of the proper magnetic field to change the spin state of the hydrogen molecule. This greatly enhances the energy of the atom and the general fuel reactivity, i.e. the combustion efficiency. As a matter of fact, Ruskin was granted a U.S. Utility Patent no. 328,868 for this discovery. Please note that under U.S.C. 35, section 101, Atom of hydrogen in its para and ortho state

	Any utility patent must be proven operable and scientifically correct before issuance. The same principle has been utilized, and the same effect has been achieved by the action of the MAGNETIZER® where a strong enough flux field was developed to substantially change the hydrocarbon molecule from its para state to the higher energized ortho state. The spin effect of the fuel molecules can be ascertained optically, based on refraction of light rays passing through liquid fuel as had been demonstrated by scientists while using infrared cameras installed, e.g. in metallurgical ovens where the MAGNETIZER®s had been effectively working. Furthermore, the conversion of hydrogen into ortho H2 (taking place very fast in this strong & unique magnetic field, with the simultaneous transformation of the system from a symmetrical into highly active anti-symmetrical molecular state of increased reactivity and catalytic ability) has been found highly advantageous in many technologies, especially those where hydrogen is used.
		Design of fuel energizers: a) fragment of a rocket fuel energizer (S. Ruskin, 1958), b) a diagram of a part of fuel "Magnetizer" (P. Kulish,1984]

As a catalyst, e.g. oil refining; metallurgical processes; hydrogenation of carbon; some hydrocarbons or fats; polymerization of plastics and elastomers as well as in the engineering of the environment (waste/sludge treatment, etc.) where important service contracts with "FORTUNE 20" industrial concerns in various countries.

Hydrocarbons have basically a "cage-like" structure. That is why oxidizing of their inner carbon atoms during the combustion process is hindered. Furthermore, they bind into larger groups of pseudo-compounds. Such groups form clusters (associations). The access of oxygen in the right quantity to the interior of the groups of molecules is hindered. (It has nothing to do with incoming air from the manifold in the fuel mixture when even though there may be excess of it, this will not provide the required hydrocarbon-oxygen binding.) and stemming from this shortage of oxygen to the cluster that hinders the full combustion. In order to combust fuel, proper quantity of oxygen from air is necessary for it to oxidize the combustible agents. For example, in order to totally and completely burn 1 kg of gasoline, one needs about 15 kgs of air. In the exhaust there should be then: carbon dioxide, water vapor, and nitrogen from air which does not participate in the combustion. Practically, the exhaust gases contain: CO, H₂, HC, NO,_x and O₂.

For many years, designers of the internal combustion engines have had one goal: to oppose the effect of molecular association of the hydrocarbon fuel and to optimize the combustion process. The peculiar problem in designing engines for air pollution is that in order to fully burn all the hydrocarbons in the combustion chamber, operating temperatures of the cylinders have had to be increased. While older engines may have produced relatively large quantities of unburned hydrocarbons and carbon monoxide, they produced low quantities of oxides of nitrogen. Also, with the renewed interest in performance engines, compression ratios are creeping upward again, and once again the mechanism for producing higher levels of nitrogen toxins is increased. Similarly, turbo charging effectively alters the compression ratio of a vehicle, further adding to the nitrogen problem.

The feed and exhaust systems have been perfected, the ignition controlling electronics has been perfected, the fuel/air mix metering devices have been brought to perfection, and finally the catalytic converters (see below) have been found indispensable. But even then, fumes that leave the "afterburners" are not ideally clean - engine still burns only part of the fuel (or precisely the incompletely oxidized carbon atoms in the form of CO). The rest is discharged as polluting emissions (HC, CO, NO_x) or is deposited on the internal engine walls as black carbon residue. All this has been caused by the incomplete combustion process. The reasons for it being that:

1. Hydrocarbons form the so-called associations, close molecular groups, interior of which is deprived of access of the suitable amount of air; the lack of oxygen impedes the full combustion.

The tendency of HC molecules to cluster causes local macro-groupings (condensing) of molecules to clog the pipes and fuel nozzles. The excess of air in the fuel mixture will not provide for the complete combustion. Hence, the exhaust fumes contain considerable amounts of unburned CO, HC, and soots.

2. Oxygen with negative 2 valence is negative, and hydrocarbon has neutral molecular structures which by passing through steel fuel lines gets negatively (micro) charged. Therefore, when these two atoms come together with the same potential in a combustion chamber, they repel, which result in incomplete combustion. Therefore, all serious research has been aimed at bringing about fuel reactivity with oxygen (oxygenated fuels); since increased oxidation means increased combustion, and the following rules had to be taken into consideration:

Rule 1: Unburned hydrocarbon (HC) as well as carbon monoxide (CO) emitted from a vehicle's exhaust system can be viewed as the additional fuel reserve, since, if proper conditions are met, HC & CO can be further burned in the combustion chamber. Therefore, creating such proper combustion conditions is paramount.

Rule 2: If a hydrocarbon molecule could better bind with oxygen molecules
(be more completely oxidized), then the toxicity of fumes would be considerably limited and in principle, one could dispense with catalytic converters.

Rule 3: Hydrogen's chemical reaction, determined by its valence (the electron "surplus" in the "outer" orbital shell), is affected by a magnetic field since proper magnets are the prime source of control of the position of electrons.

Rule 4: The application of a proper magnetic field enforces beneficial changes in fuel structure and enhances its general reactivity in the combustion process.

Announcing the most important breakthrough in fuel savings since the Volkswagen...

How does "Magnetizer" allow to meet the requirements of Rules 1 - 4 above?

• Rule 1

When hydrocarbon fuel (methane molecule) is combusted, the first to be oxidized are the hydrogen atoms (or precisely electrons on their outer shells). Only then, are the carbon atoms subsequently burned (CH₄ + 2O₂ = CO₂+ 2H₂O). Since it takes less time to oxidize hydrogen atoms in a high-speed internal combustion process, in normal conditions some of the carbon will be only partially oxidized; this is responsible for the incomplete combustion.
Oxygen combines with hydrogen readily; however, the carbon-oxygen reaction is far less energetic. We should keep in mind: oxygen always has a valence of minus two. The valence of carbon, on the other hand, can be plus or minus due to the configuration of its four electrons in the outer shell, which requires a total of eight electrons for completion. The optimum combustion efficiency (performance) obtained from the MAGNETIZER® application on fuel is first indicated by the amount of increase in carbon dioxide (CO₂) produced, which has been validated by state emissions control devices. Furthermore, as the pollutants decrease, the combustion efficiency increases. The drop of HC & CO emissions is easily proven by comparative gas flue analysis & opacimeter emissions tests. The stoichiometric tests indicate reduction in hydrocarbon HC (unburned fuel) approx. 75 - up to 92% and carbon monoxide (CO) up to 99.9%, due to the MAGNETIZER® use. Remember, as HC goes down, mileage goes up. This results in scientifically measurable emission reduction/combustion efficiency ratio and an average increase in mileage of 15-25%. Since the Fuel Energizer saves fuel by increasing combustion efficiency, less CO is being emitted; thereby, less fuel is being used. In principal, the lowest fuel savings occur in the range velocity of the maximum torque, when the highest increase of horsepower can be noted (about 10 HP); the MAGNETIZER® giving a trade-off between driving a Porsche versus Volkswagen.

• Rule 2

The application of the MAGNETIZER® fuel energizer's intense & focused magnetic field converts fuel molecules to a positive charge. It sets them in order, which increases the attraction of negatively charged air molecules, boosted by the MAGNETIZER®, type "MAE", the selective (negative) Air Energizer (placed in automotive vehicles on the air duct before the air filter), to allow for the optimum combustion and further reduction of toxic substances. This significantly improves the process of oxidation. As in diesel engines, there is no simple possibility to change the air/fuel ratio; therefore, the simultaneous application of the "MAE" Air Energizers in addition to the fuel and coolant, one is simply necessary. New fuel-injected cars with new sensors do not need the "MAE"; however, when the O₂ sensor starts to saturate, the "MAE" is mandatory (highly recommended by us) to compensate for the improper fuel/air mixture of the non-efficient sensor.

It is also highly recommended by us to utilize coolant energizers "ACE-A" (auto) or "TCE-B" (truck) since they ameliorate the physical properties of the coolants by reducing their viscosity and surface tension. As a result, the corrosion and scale deposits are dissolved, and the new ones do not form in the whole cooling system; the engine gets back 100% of its heat transfer ability and can be exploited longer (no deformations of cylinder blocks, head cracking, and high oil temperatures). Moreover, the magnetized coolant prevents cavitational erosion as well as magnetizes engine, advantageous for the combustion. They are installed on the rubber line (preferably lower), connecting the radiator with the engine. It is important to flush the coolant after 500-1000 miles (800-1600 kms) in order to remove from the cooling system, magnetically dissolved corrosion and scale deposits.

The chief function and purpose of a catalytic converter is to convert engine's unburned hydrocarbons and reduce by oxidizing (burning), all carbon monoxide (CO) to carbon dioxide (CO₂) and water (vapor). A converter neutralizes exhaust, which has left the combustion chamber of an engine. Such exhaust is less toxic, but the energy from such an after-burning process is not utilized. While catalytic converters are designed to function beyond 5 years and 50,000 miles (80,000 kms), there are problems that can occur (trace amounts of oil escaping to the exhaust, etc.) that can dramatically shorten their life (destroy them). Example: the sticking-on of an automatic choke will, within a short period of time, cause catalytic converter to overheat and go into meltdown due to an excessively rich mixture.

An overly rich mixture can be caused by numerous means - for example, improperly tuned engines; faulty ignition wiring; cracked distributor caps; leaking carburetor or injectors; or the MAGNETIZER's® own action in carbureted cars, where the engine after installation, has become oxygen starved and needs a simple adjustment of air/fuel ratio.

The melting of a catalytic converter will cause the gas passages to clog, which in turn will overheat and burn the engine exhaust valves.

Actually, the new "monolithic" converters are more prone to hydrocarbon meltdown and lead fouling than the earlier pellet-type converters. The monolithic converters are manufactured from a ceramic honeycomb material that is subsequently coated with a catalyzing metal such as rhodium or platinum. The old pellet-type converter is basically a cylinder of platinum-coated beads. As one can readily appreciate, the monolithic converter is more subject to lead fouling due to the honeycomb spacing. In fact, two articles in POPULAR MECHANICS (December 1985 and February 1991) relate the various problems encountered with both styles of catalytic converters.

A comparison between a catalytic converter and the " Magnetizer":

1 Most catalytic converters require air pumps to initiate catalysis. Air pumps rob power from the engine, reduce fuel economy, and are costly to install. Catalytic converters with air pumps reduce gas mileage - the MAGNETIZER® increases gas mileage and performance.

2 Catalytic converters require a light-off temperature to be attained before they become operative (between 3 to 5 miles). Cold converter does not work, so the exhaust fumes right after start-up are equally toxic as without it. The MAGNETIZER® is instantaneous.

3 Catalytic converters are subject to meltdown under rich gas mixtures - the MAGNETIZER® is not. It is a fully permanent device.

4 The MAGNETIZER® can easily be transferred from car to car with almost no labor. Converters cannot.

5 The MAGNETIZER® units cost a fraction of the cost of the catalytic converter system.

6 Since catalytic converters reduce power and eventually go bad, they are subject to being removed; they are often not replaced because of the high cost and reduced engine performance.

7 Vehicles with a converter require unleaded gas instead of "ethylene", still popular in many countries. Use of the unleaded gas does eliminate the problem of the most toxic lead compounds, but there is an increase in the air of other carcinogenic substances; the exhaust problem comes around. Very often unleaded gas is transported in the same tank trucks that carry "normal" gasoline with the lead additives. From daily practice we know that even trace quantities of lead are sufficient to destroy ("poison") a converter. As a result, the amount of toxic substances released to the atmosphere can subsequently increase. The MAGNETIZER® works well and with excellent results on all types of fuel - unleaded, as well as leaded gasoline, diesel, or liquid petroleum gas (LPG).

8 Catalytic converters have a finite lifetime under optimal conditions, shorter under adverse conditions. It is important to note that although it takes a bit of time for the MAGNETIZER® fuel system to stabilize, one finds the "Magnetizer Energizer Systems" constantly work better and better as time goes on (see the comment on the "Stabilization Period" below).

9 This inconspicuous, by appearance only, magnetic device is also noteworthy due to the fact that it reduces emissions from carbureted engines, where the installation of the platinum catalytic converters is out of question. This is significant news for car manufacturers like "FIAT Auto Poland S.A.", who has their operation extended by the government only till 1997 due to strict EEC anti-pollution regulations that will be enforced then. As per the editors of the MOTOR magazine, very positive official tests are being carried on with the MAGNETIZER® on"Fiats" in Poland. Before the official end of tests (before the end of the Stabilization Period), they have already confirmed the expected, positive results on a carbureted model "126p", i.e. a drop in HC from 160 to 80 ppm, i.e. below the 100 ppm, which is the EEC approved norm for hydrocarbons.

10 The MAGNETIZER® is totally friendly to the environment. The converter is not fully so. The traces of oil that escape to exhaust not only can destroy the action of a converter (the car becoming instantly a polluter), but what is even worse, they are the cause of small amount of highly toxic chemical compounds such as prussic acid; sulphuretted hydrogen; and platinum compounds released to the atmosphere. Experts from the "Degussa Corp." Metals Group have stated the loss of about 10% of platinum in the catalytic converter after driving 100,000 kms, which after calculation gives 1.5 microgram per 1 km. According to them, this is a catastrophic value.

11 As emphatically stated by Hannover-based, world-reknowned German scientist, Dr. Hans A. Nieper, President of the German Society of Oncology, et al., author of 320 scientific articles, essays, & books: "First of all, all catalytic converters should be removed from cars as soon as possible". The reason - nerve gas (phosphoric esters) being generated by the automotive catalytic converters. Those interested further are referred to Dr. Nieper's article "Nerve Gas from Catalytic Converters", which appeared in the September 1995 issue of the NEXUS magazine.

Waver Motorsport Co. from Poland offers the highest quality engine tuning with the use of the American measuring devices, "Superchips," in one of the most modern test benches in Europe called "Superflow". The owner of Waver, Mr. Andrzej Zajŕc, did an experiment by putting the MAGNETIZER®-a Engine Energizer System on and ... cutting off a catalytic converter on his Opel Calibra Turbo. The results have been "unbelievable": CO on idle went down from 0.5 to 0.2, HC lowered from 100 to 70, and the car, which should burn 15 liters per 100 km (15.9 miles per gallon) uses now, according to information received from Mr. A. Zajŕc, 11 liters per 100 km (21.7 miles per gallon) - almost a 27% fuel saving.

One of the most toxic gases known to mankind is Nickel Carbonyl or Nickel Tetracarbonyl, Ni(CO)₄, which has a threshold lethal volume (TLV) of 0.05 ppm in air. It is also a carcinogen. Deaths by Ni(CO)₄ are hard to detect since this gas will poison people at the trace level of nickel within the cell tissue. It is formed by the passing of carbon monoxide (CO) over a nickel catalyst. As catalytic converters degrade over time and the presence of CO increases, the probability of Ni(CO)₄ increases. This capacity to produce exceedingly toxic gases is especially true of the exhaust systems that are fabricated entirely of stainless steel, designed to add longevity to the exhaust system. The only intelligent alternative to this problem is the magnetic treatment of fuel as offered by the MAGNETIZER® Technology.

As related in stoichiometric charts representing ideal combustion parameters (see below), the highest burning efficiency will be achieved at the highest carbon dioxide level, since carbon dioxide cannot be subsequently oxidized. The amazing part is that apart from the "converter-less" carbureted cars, the MAGNETIZER® reduces emissions on cars with catalytic converters. The increased combustion efficiency is occurring within the engine due to increased fuel reactivity with oxygen (increased oxidation), the main factor responsible for increased combustion efficiency. It is a complete waste to allow an engine to run inefficiently and to burn the excess carbon monoxide in its catalytic converter, the wasted heat merely "heating up" the exhaust system instead of providing useful work within the engine. By establishing the correct fuel burning parameters through proper magnetic means, we can be assured that an internal combustion engine is getting the maximum energy per gallon of fuel, as well as providing the environment with the lowest possible level of toxic emissions.

Rule 3

Altering the spin properties of the outer shell ("valence") electron enhances the reactivity of the fuel (and related combustion process). The higher energized spin state of hydrogen molecule clearly shows a high electrical potential (reactivity) which attracts additional oxygen. Combustion engineering teaches that additional oxygenation increases combustion efficiency; therefore, by altering the spin properties of the H₂ molecule, we can give rise to its magnetic moment and enhance the reactivity of the hydrocarbon fuel and ameliorate the related combustion process. The MAGNETIZER®'s extremely strong magnetic field, with sufficient flux density to have the required affect on fluid passing through it, substantially changes the isomeric form of the hydrocarbon atom from its para-hydrogen state to the higher energized, more volatile, ortho state, thus attracting additional oxygen. Fuel structure and properties, such as e.g. electrical conductivity, density, viscosity, or light extinction are changed; its macrostructure beneficially homogenized.

Rule 4

Hydrocarbon molecules form clusters called "associations." It has been technically possible to enhance van der Waals' discovery due to the application of the MAGNETIZER®, a high power, permanent magnetic device, strong enough to break down, i.e. de-cluster these HC associations. They become normalized & independent, distanced from each other, having bigger surface available for binding (attraction) with more oxygen (better oxidation). A simple analogy is of burning coal dust and a coal bricket. There, where one aims at higher efficiency, during the combustion process, one has to give a molecule the greater access to oxygen. In case of burning of powdered coal dust, adding of oxygen may even cause explosions. Thus, with our fuel energizer, the oxygenation and the combustion efficiency increases. Fuel is more active and dynamic, and the combustion process faster and more complete. These "new" hydrocarbon molecules have one more important characteristic: they not only dissolve and eliminate carbon varnish in the combustion chambers, on the surface of jet nozzles, spark plugs and exhaust pipe, but do not allow new and harmful deposits to reform. Furthermore, the energizer's work ensures better performance of carburetor or fuel injectors, makes start ups easier, considerably increases driving dynamics, etc. The power and torque in the whole range of rotational velocity of crank-shaft also go up. Thanks to de-clustering of hydrogen molecules, in the combustion chamber, increased saturation & reactivity of the fuel mixture with oxygen is achieved, resulting in a more complete oxidation of the primary hydrogen element and further oxidation of carbon (C), the secondary fuel element, since, in accordance with van der Waals' discovery of a weak clustering force, there is a very strong binding of hydrocarbons with oxygen in such magnetized fuel, which ensures optimal burning of the mixture in the engine chamber. The positively charged fuel, so to speak, swells, thickens, and needs larger quantity of air, which is easily remedied by adjusting the change in air/fuel ratio in carbureted cars. When we attach the MAGNETIZER® unit to the fuel line of an automobile (before carburetor, in tandem series, placed 1/4" apart, or in Fuel Injection Systems - on fuel line to the injectors + before the injection pump; make sure it is not in contact with the engine's metal parts), we see an immediate (approx. after 5 min., 4-5 miles/6-8 kms upon start-up) drop in unburned hydrocarbons and carbon monoxide due to the magnetic conditioning of the fuel which makes it more reactive. As explicitly stated in our instructions, upon the MAGNETIZER® installation (5-10 minutes thereafter) engine will undergo the so-called "Stabilization Period", i.e. the time of the gradual disappearance of prior carbon varnish sediments and the total magnetic saturation of all ferromagnetic metal parts of the feeding system between the installed energizer and the combustion chamber in order to fully activate fuel. The initial saturation lasts about a week (even though in the past we received positive reports already after 2-3 days upon installation), while the complete engine cleaning from the carbon residue lasts about 30 to 70 days (old engines). On passenger cars this means about 1,000-1,125 miles (1600-1800 kms) driven (depending on vehicle class, age, internal cleanliness of its engine, driving habits, etc.), on trucks - about 1,250-2,000 miles (2,000-3,200 kms). For large industrial installations (natural gas, oil usage, water conditioning/descaling), this process may last from 30, up to 90 days, and sometimes even more. When after a month from the correct installation, the improvement is not readily apparent, it is caused by too little amount of oxygen in the fuel mixture. One has then to change the dirty or oiled air filter and adjust the carburetor in order to increase the amount of air in the mixture (make it leaner) or adjust fuel pressure of a diesel pump to restore the O₂ level to where it was prior to the energizer's installation. Fuel injected cars are self-adjustable, with the exception of quite rare cases when the lambda (excess air) probe has been worn out (needs replacement) and the system "overrides" the MAGNETIZER®'s action. Ideally, the adjustment should be done by the professional diagnostic station, which based on the exhaust analysis will optimally adjust the engine. Without the adjustment, the MAGNETIZER® can cause the effect reverse from the required. Also, in the first intensive phase of decarbonization there may be a disturbance in the engine's work and unstable fuel consumption caused by the temporary clogging of jet nozzles by the liquidated deposits. The temporary occlusions are removed in a natural way. At that time it is not recommended to do the engine adjustment. However, during the Stabilization Period the periodic oil change is recommended. Subsequently, one has again to change oil after the Stabilization Period. Compared to savings during the exploitation of the vehicle and extending the engine's life, this is a really small investment.

Technological and economical advantages, as well as engine performance, gradually increase (as the number of driven miles/kms increases), reaching the highest effect at the end of the Stabilization Period and thereafter. The recent advent of the gas emission analyzer (regrettably not to be found in many countries where we do business!), which is used to enforce state and federally regulated EPA emission standards in the U.S., in accordance with the science of stoichiometry, has greatly aided in the documentation of magnetic influence on fuel savings and the MAGNETIZER®'s positive action.

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Oxides of nitrogen and the Magnetizer Fuel Treatment

One of the chief reasons for the MAGNETIZER® to have possibility to lower the NO_x level, as reported elsewhere, is due to the low reactivity of nitrogen gas. If we can bind up all the available oxygen with the hydrocarbon fuel, there simply will be no oxygen left over to form the unwanted nitrogen compounds. It appears that magnetic treatment is the simplest means of achieving this feat. As documented by numerous state certified emissions tests, the MAGNETIZER® fuel treatment has shown decreases in unburned hydrocarbon by 75-100% and CO reductions of 90-100%. Stoichiometrically, there is very little oxygen left to produce any additional toxic compounds with nitrogen.

Natural Gas & Boiler Installations

Fuel energizers can be used everywhere, where there are combustion processes of liquid and gaseous fuel. They have found application in burners (e.g. heating, bathroom, bakery, industrial) and home appliances (e.g. gas cookers, oil heaters, boilers), as well as the industrial ones equipped with engines. In each case there has been observed (evidenced) amelioration of the exhaust composition and reduced fuel consumption. For example, burning propane-butane and heating oil brings 10-20% savings of fuel consumption. This has been confirmed e.g. by tests conducted in the U.S. regarding use of propane-butane, from which it is clear that after the MAGNETIZER® installation the savings amount to 15-19%. According to many other users, there are similar saving of natural and municipal gas. They also draw attention to the fact that the flame gets wider,
with the blue color, where vessels used for cooking are clean, without traces of smoke. Nozzles do not require clean up and maintenance.

Natural gas savings in bakeries run on avg. 15%. After a few months of the MAGNETIZER® exploitation by a large gas utility in Europe the savings on the gas pressing turbines reached about 12%, the excess air coefficient was lowered from 1.44 to 1.16, while the reduction of CO was 50-60%, with the simultaneous increase of CO₂ content in the exhaust fumes from 8.5 to 10.3%. The flame temperature increased from 14,500 C to 16,700 C [13%].

The MAGNETIZER®-s are working in other industrial furnaces (glass, ceramic, iron & color metallurgy, tunnel). One of the leading and largest construction ceramic manufacturer in Poland decided to use our technology in the gas system of a tunnel furnace for baking wall materials and tiles. After the necessary, specialistic "before/after" measurings and corrections of gas & air flow intensity in the gas burners and adjusting of nozzles by Mundimex technical experts the combustion process and exhaust composition have considerably improved. The tangible effect of many months' exploitation of the MAGNETIZER®-s was the reduction of the unit gas fuel use from 73 m3/t of the product to 56 m3/t, i.e. by 23%. Clearly the world record! In addition, since with the MAGNETIZER®, one does not obtain amelioration in one area only, but a combination of improvement in related (and sometimes) unrelated fields, the coloring and quality of product have improved as well. The Krotoszyn works near the city of Poznan used to have 30% of class 2 product. Now they enjoy 100% class 1, due to ameliorated (uniform) combustion. Also, we have learned that only now it was possible to achieve the burner efficiency projected in the technical design blueprint! Furthermore, the finished product quality considerably improved in other ceramic plants due to lack of carbon specks in the white porcelain.

Other tests in heavy industry have shown that treating magnetically, fuel with the help of the MAGNETIZER®, the surface tension is reduced, which makes fuel in the zone of free flow (just behind the nozzles) become surface active.
That's why the structure of flame, which in some cases serves as the process catalyst, changes during combustion. The average increase in its temperature is about 10%, its length is shortened with the simultaneous widening at the nozzle exit, and its color less yellow, and more full blue. Even though the flame becomes smaller, its radiation considerably increases, which can be measured by pirometrometers and from say, 10,000 deg. C goes up to 11,500 deg. C. When manufacturers of the newest generation boilers claim their combustion efficiency of e.g. 95%, one has to remember that it is measured at normal, parahydrogen levels, and does not take into account these dramatic changes in the combustion process, which can still add up considerable savings to the consumers, despite the boilers' latest technological design.

A Boiler Study with No. 2 heating fuel oil was prepared in the U.S. by Mr. Geoffrey Kinka of Analytical Laboratories. The efficiency of any hydrocarbon combustion is determined by the output of carbon dioxide: the higher the carbon dioxide readings, the higher the efficiency. In this study, the initial baseline average was about 25 ppm. When the MAGNETIZER® was attached CO2 readings rose to 44 ppm, an increase of 76%. The results would have been higher if the engineer

In Sum: What does the MAGNETIZER® do? It increases the BTU output by 15-25%, gives a cleaner, longer life to oil burners, increases LF or natural gas BTU output in home or industry. To be installed just before the burner, as per our instrutions.

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Calculation of Savings

Based on a real-life, cost-saving analysis done on a large furnace, in parentheses are given the real test numbers and comments. Use your own precise figures for a complete calculation. Here's a handy procedural list:

1 Make sure the furnace is clean.

2 Choose a comparative base period of 3-4 weeks for smaller furnaces and 9 weeks for large (150,000 BTU) furnaces prior the MAGNETIZER® installation and check every week your bills for that period.

3 Add total number of days for each week's readings (42 days)

4 Add total gallons/liters of fuel used in the test period (3187.4 gallons).

5 Divide gallons/liters by number of days (75.89 gal/day).

6 Take the measurements (fuel stack readings to monitor baseline and combustion efficiency): Lambda (1.41), CO (100 ppm), CO₂ (10), Stack Temp. (500 deg. F), Smoke (0), Draught (0.05), Flame rectification (2.5). Write down any comments ("The boiler functions fine and does not require any adjustments").

7 Install properly the MAGNETIZER® units and let run approximately 30 minutes. Now take the set of readings and notate difference in baseline.

8 If CO₂ or stack temperature goes down, increase the air flow to reach optimum CO₂, and/or stack temperature output (combustion efficiency).
This will insure highest efficiency.

9 For smaller boilers allow approximately 3-4 weeks to magnetically saturate the system and fully stabilize. This is due to the magnetic saturation period - the time it takes to get the magnetism completely through the steel pipe for maximum efficiency. You must realize that this period is how long it takes for the full benefit to be realized. Take another set of readings, adjust fuel (air) flow if necessary, and record the combustion efficiency readings. During the Stabilization Period, oxygen starvation condition is remedied through the addition of air or reduction of fuel flow rate. It is required to readjust Fuel/Air ratio several times through the period. This will be in the form of either turning down the gas, opening more air (be careful not to cool down the fire box and cause the stack temperature to drop down), or rejetting down to 15-20% smaller jets/nozzles.

NB Normalize the test for changes or fluctuations in Degree Days.

10 For large furnaces measure fuel consumption for the first 5-week Stabilization Period (65.37 gal/day).

11 Measure the last 4 weeks (60.87 gal/day).

12 Take the proper measurements: Lambda (1.14), CO (40 ppm), CO2 (13.8), Stack Temp. (420 deg. F), Smoke (0), Draught (0.05), Flame rectification (2.5). Write down any comments ("The boiler has increased its efficiency dramatically and is operating like a fine-tuned machine").

Results & Conclusions:

		The primary factors used in determining the efficiency of a combustion process are: 1) excess oxygen; 2) carbon monoxide, and 3) stack temperature as an indicator of heat available for use. These three parameters combine in a complex manner to determine the efficiency: 1. Drop in oxygen percent in stack indicates lowered oxygen emission which is a direct indicator of higher burning efficiency. On natural gas as well as other gases, there is usually no carbon monoxide given off by the combustion process. When our product is installed a drop in the excess oxygen levels will be noticed because the magnetized fuel attracts and needs more oxygen.

This additional oxygen requirement is the exact behavior sought for the increased combustion efficiency and fuel savings. Proper re-airing must be achieved to restore the proper oxygen reading to its pre-MAGNETIZER® installation reading.

In the case of industrial natural gas or fuel oil furnaces, when there is no available air adjustments, a decrease in nozzle (jets) size or fuel pressure will be required (approx. 15 - 20% smaller jet or flow).

2. Correctly CO went down. Since CO is a product of incomplete combustion, an increase in CO indicates that the fuel is not burning completely. This may result from increased oxygen consumption or a change in the character of the fuel.

3. Raise in CO₂ ppm in stack - direct result of higher efficiency from combustion interaction of improved fuel/air (HC/O) reaction (mixing). As with automotive vehicles, when the MAGNETIZER® system is installed on furnaces that use hydrocarbon fuel, provision must be made to supply additional air to the combustion chamber(s) in order to completely oxidize the carbon monoxide molecules and convert them entirely to carbon dioxide molecules. Carbon dioxide readings of 12% or greater represent the highest combustion efficiency. Remember in any combustion process we want to minimize the carbon monoxide readings and maximize the carbon dioxide readings. By accomplishing maximum CO₂, unburned hydrocarbons will become zero.

4. A drop in stack temperature has indicated, in that particular testing, a more efficient absorption of BTU's due to reduction of carbon insulation. During the MAGNETIZER® Stabilization Period, it should be noted that the decrease in flue stack temperature represents an increase in efficiency since the heat is not going up the chimney. Also, fire box temperature will remain constant even though the fuel rate has been reduced.

NB Raise in stack temperature can mean more complete burn (temperature gain from higher HC/O₂ reaction). In a boiler, an increased stack temperature indicates that more heat is being generated in the combustion chamber. This may result from more effective use of fuel entering the boiler. If CO is down, the only simple and logical conclusion is that there is a fundamental change of the character of the fuel. Incomplete combustion is then an unrealistic assumption. However, raise in stack temperature can also mean that all "Magnetizer"-induced changes in burning efficiency are simply "going up the chimney" (are lost). In general, stack temperature should be kept as low as possible (watch it constantly so that heat can be properly transferred to the water jacket instead of being wasted).

5. The percentage of savings and reduction of pollution will vary due to BTU content of the gas and a particular application. By using the MAGNETIZER® fuel energizers, the characteristics of the fuel are significantly changed. Fuel is burned more completely and more efficiently. Until the introduction of the MAGNETIZER® Systems, Combustion Technology had not changed dramatically for several decades. Equally, the means to measure combustion has not changed greatly either. The vast majority of units of measurement and units of efficiency make basic (and false) assumptions about the potential thermal output (power) available for use of any given volume of fuel. Since the MAGNETIZER® systems increase that potential any traditional chemical test will have a heavy statistical bias working against it. We are measuring changes in the basic atomic structure of fuels, and sometimes efficiency is calculated based on assumption about the potential thermal output of given fuel. Even with this statistical weight, an increase can be evident. In reality, efficiency increase may be much higher.

Whenever a MAGNETIZER® system is placed on natural gas or related gaseous hydrocarbon fuels such as propane, heating oil, gasoline, diesel, etc., the air/ fuel mixture becomes fuel "rich" and the flame - oxygen starved. The Fuel/Air ratio must be adjusted. In most cases, increasing the air feed will bring the combustion efficiency into proper stoichiometric balance. However, if there is no air adjustment possibility or the stack temperature is too high; it will be required to decrease the oil orifice (jet/nozzle) size, which effectively adjusts fuel/air ratio. A 15-20% reduction in the jet size is recommended. Upon taking the final readings, a further adjustment of jet sizes (larger or smaller) may be necessary for a lifetime of permanent, continuous savings.

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How to make these adjustments?

A Visual Adjustment: To obtain a blue flame that represents ideal combustion, it will be necessary to get the flame from its yellow condition by either addition of air or reduction of the fuel flow rate in order to arrive at the same BTU output.

B Instrument Adjustment: On natural gas, the best way to adjust the flame is through a gas emmission meter, such as Bacharach, TestoTerm, Brigon Messtechnik or similar - excess oxygen readings should be restored to original levels.

The proper MAGNETIZER® installation should thus entail the "before" and "after" tests.

How About Warranties and Guarantees?

The non-time variant nature of the magnetic field produced by the MAGNETIZER® does not result in any unhealthy condition. The static nature of the permanent magnetic field produced by this device is not to be confused with time variant electric and magnetic fields powered by alternating electrical currents. Magnetic devices powered by alternating currents do represent a potential health (and equipment) hazard. Permanent magnetic field produced by the MAGNETIZER®, on the other hand, is similar to the magnetic field of the Earth itself, and hence safe.

We can officially certify that in no way MAGNETIZER® shall damage the engine system or create any hazard both for the engine, vehicle's electronics, or people. Luckily, there are companies that understand that restrictions on warranties harm in the final count their own customers. One of them is "Fabryka Samochodow Osobowych" ("FSO") - the largest car manufacturer in Poland, maker of "Fiat" and "Polonez" who has recently entered into the assembly agreement with the U.S. "General Motors". As we have learned from the article in the "MOTOR" magazine - "FSO" is not opposed to the MAGNETIZER® installations even on the new cars bearing the manufacturer's warranty. First of all, because in no way does the MAGNETIZER® interfere in the feed system of the car. They are installed on the feed line, without line cutting, and they are simply snapped on and tightened with plastic straps without any modification to the engine design.

All MAGNETIZER® products that Life Streams Int'l sells to distributors world-wide have a full money-back satisfaction guarantee. If after 45 days upon delivery the system does not perform to satisfaction - simply, as long as the product does not have physical damages due to mishandling, within 15 additional days it can be returned for a complete refund. Guarantee and liability is limited to full purchase price. We do not experience returns!

The MAGNETIZER^® is as good as we claim! The proof for that is ... the kilograms of positive governmental and private lab tests from all over the world that we have on hand, favorable press articles, rigorous FTC regulations our T.V. and print media advertising had to comply with, as well as our increasing domestic and international sales, and thousands of satisfied customers world-wide.

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Summary of Evidence

Honestly speaking, we do not know of any device for magnetic treatment of fluids in the world today that has been so scrupulously and vigorously tested and verified by (the doubting) Science and which has now so much scientific research and scientists' support behind it (international conferences/seminars and Polytechnic faculty/curriculum devoted to the MAGNETIZER® that we wholeheartedly support). This is another thing that sets it apart from many other devices ("gadgets") on the market (esp. in Europe) that do not (and cannot) work (not our worry), but which, per analogiam give bad reputation and press to the rest of that industry and the truly revolutionary MAGNETIZER® device. The surest proof for all this are the MAGNETIZER® test results (and even better the Reader's own tests). In this day and age of demanding credible proof, tests done via EPA-endorsed labs and other are quite impressive. They show most clearly what this technology can do. We do have a plethora of reports on them and constantly update our files. Theoretical explanations, no matter how advanced they may be today, can only be viewed as an approximate knowledge that mankind possesses at a given time. At the end of the 20-th century magnetism as a natural phenomena, however, is still not fully understood. It is part of the Bigger Picture, isn't it? From the simplest question: "Why is a loadstone magnetic?", do we really know, even if we try to explain its behavior by the "unpaired iron electron spin" or a "micro-electrical charge" theory? To the more complex ones: "Why does the Earth spin?", "What is the source of Her geomagnetism?", "Is magnetism really a glue that holds this Universe together?", and if so what is its relation to the gravitational force, etc.?

Also, what would be the value of even the best scientific theory (and we have a pretty good explanation how/why the MAGNETIZER® functions) if the product behind it did not work? We have found that it is much better to focus on the practical side of this business than to spend time trying to convince some "scientists". We always encourage those who want to be professionally associated with us not to rely on our personal opinion, nor scientific explanation, but instead try the MAGNETIZER® product first, to see the results on their own. The science comes later.

Introduction to the Magnetic Treatment of Fuel

Hydrogen is the lightest and most basic element known to man. With its simple structure comprised of only one proton and one electron, it is one of the major constituents of all hydrocarbon based fuels. By studying the response of hydrogen with respect to magnetic fields and the accompanying increased energy output, much can be learned and applied to other related fuels.

In the oxidation/combustion of hydrocarbon fuels, it is the outer shell of the hydrogen that is combusted first.

Hydrogen, the first element of the chemical periodic chart, has the atomic number 1 and the atomic weight 1.0079. Since it possesses only one electron, it has the valence of positive 1. Even though hydrogen is the simplest of all elements, it possesses two distinctive forms: ortho-hydrogen and para-hydrogen. To secure conversion of para to ortho state, it is necessary to change the energy of interaction between nuclear spins. The molecules of the two gases, para and ortho-hydrogen differ in the relative orientation of the nuclear spins of the two protons. In para molecules the spins of the protons are anti-parallel, while in the ortho molecule the spins are parallel. The para molecules occupy the even rotational levels, and the ortho molecules occupy the odd levels.

The orientations of the spins have a pronounced effect on the behavior of the molecule. In fact, ortho-hydrogen is unstable and more reactive than its para-hydrogen counterpart. The liquid hydrogen fuel that is used to power the space shuttle is stored in the para-hydrogen form, which is less volatile.

A utility patent was awarded to Simon Ruskin, 3228 868, which relates the means by which hydrogen rocket fuel can be converted from para-hydrogen to ortho-hydrogen through the application of a magnetic field. Note that under U.S.C. 35 section 101, any utility patent must be proven scientifically operable and correct before issuance. Design patents are not subject to the above PTO ruling.

It should be noted that magnets are the prime source of control of the position of electrons. For example, a magnetic coil controls the sweep of our television's electron gun. We frequently use the term electromagnetism because we can't separate the effects one field has on the other. Therefore, it shouldn't be too surprising that chemical reactions which are determined by an element's valence (the surplus or deficiency in the outer orbital shells of the electrons) are affected by a magnetic field.

When we attach a Magnetizer unit to the fuel line of an automobile, we see an immediate drop in unburned hydrocarbons and carbon monoxide. This is due to the magnetic conditioning of the fuel, which makes it more reactive. Few people realize that carbon monoxide can be subsequently burned - carbon monoxide can be viewed as a fuel. The purpose of a catalytic converter on automobiles is to oxidize (burn) carbon monoxide into carbon dioxide. As related in stoichiometric charts representing ideal combustion parameters, the highest burning efficiency will be achieved at the highest carbon dioxide level, since carbon dioxide cannot be subsequently oxidized. The purpose of a catalytic converter is to reduce all carbon monoxide to carbon dioxide. The amazing part is that the Magnetizer reduces emissions on cars with catalytic converters. The increased combustion efficiency is occurring within the engine due to increased fuel reactivity with oxygen (increased oxidation), the main factor responsible for increased combustion efficiency. It is a complete waste to allow an engine to run inefficiently and to burn the excess carbon monoxide in it's catalytic converter, the wasted heat merely "heats-up" the exhaust system, instead of providing useful work within the engine.

By establishing proper fuel burning parameters by magnetic means, we can be assured that an internal combustion engine is getting the maximum energy per gallon of fuel as well as providing the environment with the lowest level of toxic emissions. Overall generation of carbon dioxide will drop due to better overall engine efficiency.

The magnetic treatment of fuel represents a new technology. Many attempts by various inventors and scientific investigators worldwide have been far less than satisfactory due to the implementation of what has become known as the bi-polar technique. Magnetic fields, like their electrical counterpart, electricity, choose the path of least resistance; and in doing so, it also represents the path of least effect, since with bi-polar devices most of the magnetic forces are merely being transmitted between the two poles. The Magnetizer Group, Inc. is responsible for founding the mono-pole technology, or in simple terms, the use of the single pole technique. The mono-pole application has increased the flux field (power density) as much as 500 times that of the bi-polar technology. This is of supreme importance, since it is required to have the necessary power (flux density) to properly excite the electron activity causing the increased oxidation effect. This is why all prior systems to the Magnetizer could not show sufficient results. The recent advent of the gas emission analyzer, which is used to enforce state and federally regulated emission standards in accordance with the science of stoichiometry, has greatly aided in the documentation of magnetic fuel research results.

For health - engines - water - industrial fluids

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