OXIDES OF NITROGEN AND MAGNETIZER FUEL TREATMENT

One of the main components of photochemical smog is nitric oxide or to be more precise, oxides of nitrogen; oxygen depending on heat and pressure can form in differing combinations with nitrogen other than the specific nitric oxide formula.  Nitric oxide is a colorless gas produced by high temperature combustion; however, when it encounters extra oxygen in the presence of air and sunlight it readily converts to nitrogen dioxide (NO2). Nitrogen dioxide is the reddish brown haze that we associate with smog.  The formula for nitrogen dioxide (NO2) looks quite similar to the formula for carbon dioxide, but we must bear in mind that carbon dioxide cannot support combustion while nitrogen dioxide can.  Nitrogen dioxide is very poisonous since the threshold lethal volume (TLV) is 3 ppm, while carbon dioxide still classified as poisonous, as a TLV of 5,000 ppm, while carbon monoxide's TLV is 50 ppm.  It is quite shocking to know that nitrogen dioxide is the major component of smog and is approximately 16 times more poisonous than carbon monoxide. 

As one can readily see, the reduction of nitrogen dioxide in our atmosphere is of paramount importance. The peculiar problem in designing engines for air pollution is in order to fully burn all the hydrocarbons in the combustion cylinder, 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.

It is most disturbing that automobile makers as well as clean air legislators have not been concerned about this growing problem.  State emissions inspection stations aren't concerned.  The lack of concern is that the basic issue has not been addressed as one of the major problems.

Now, there is available a technologically sound means for reducing the "oxides of nitrogen" problem.  The solution is the MAGNETIZER.  As documented by tests, 'the magnetic treatment of fuel has reduced the production of NOx by 20% and more.  One of the chief reasons 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, MAGNETIZER fuel treatment has shown decreases in unburned hydrocarbon by 75-100% and carbon monoxide reductions of 90-100%.  Stoichiometrically, there is very little oxygen left to produce any additional toxic compounds with nitrogen.                                                         

Institute of Corrosion Technology, Belgium.

Academy of Sciences, USSR.

Tulane University.

CORROSION 84.

Institute of Mineral Fuels, USSR.

U.S. Dept. of Commerce.

Hospital Engineering, U.K.

Air Force Office of Scientific Research.

CORROSION 85.

American Petroleum Institute.

Ohio State University.

California State'

Locomotive Research Center of the Scientific Institute of the Beijing Railway Ministry.

Environmental Protection Agency. 

Dalian Locomotive Research Center.

Magnets were also fitted to all the locomotives and other fuel consumers at a steel mill.  However, this mill (Bethlehem Steel) has shut down and contact has been lost with the maintenance superintendent.

A Canadian mine wanted reduce the volume of fresh air required to maintain a safe atmosphere underground.  This atmosphere was being contaminated by several diesel engine-powered equipment.  All engines were equipped with magnets, and this reduced the exhaust emissions by approximately 31 %. Fuel consumption specifically was not of interest in this case, but it is accepted that if the HC, CO, C02 and NOX dropped, fuel consumption would also have been reduced.

March 1997, Asia: After an extensive 3-year demonstration, 50 locomotives fitted with Magnetizer magnetic assemblies averaged fuel savings of 6.2% (18 litres/hr) while running up to 120 km/hr.  After speed increased to 160 during last three months of twelve month demonstration, average fuel savings were 4.4% (13 litres/hr).  Cooling systems were now capable of handling increased thermal load.  Magnetizer magnets fitted to heating boilers and domestic water systems of passenger coaches - virtually no scale present at 1-year inspection.

1997/98 - Several US Navel ships fitted with Magnetizer assemblies specifically to reduce carbon deposits within diesel engine combustion spaces.  Magnetizer assemblies also fitted to sea water cooling systems to control/remove marine growth and scale deposits.  Both projects were deemed very successful by onboard navy personnel.

The Magnetizer product line consists of over 20 different units.  All of them have both design and utility patents issued from the U. S. Patent office and many foreign country patent offices.

Although the magnetic treatment of water (especially) and other liquids is not new (the turn of the 19th century), it has greatly improved in the last 20 years.  This is owing to the advent of man-made magnetic alloys and the practice of utilizing mono-pole only magnets to achieve the desired effects.