BAM1369

iTrader: (1)

Has any one heard any thing about this. I was thinking of trying it and just wanted to here what you guys think.

Click this link. Then click the "Product Demo".

http://www.marketamerica.com/mmbende..._treatment.htm

csmeance

sounds like snake oil...

NAiL05

Wouldnt even bother with it at all.

chill_dog

Did you notice how most of the people reviewing it also sell it?

BAM1369

iTrader: (1)

Why would it not work??

BAM1369

iTrader: (1)

Any theory to these responses??

TL|GTX

b/c its nothing more then shit in thier.

NAiL05

If the OEM doesnt use additives I don't...most of those dont work anyway...the only useful one so far is seafoam.

BAM1369

iTrader: (1)

Once agin no theroy. The video shows lube provides superior engine lubrication, improve engine power, increase fuel economy, reduce emissions and reduce engine surface wear.

Its an interesting product that looks like it really works. I'm just looking for a good reason why it shound not be used.

The only thing i could think of is cloging the filter but they say that it is 5-15 microns and standard oil filters only filter 20-25 microns.

NAiL05

If you think it works well then try it...Everyone has there own opinions.

phee

iTrader: (5)

why ask for our opinions if it seems like youve made up your mind?

why not ad cocoa butter to your oil. its real slick too

chill_dog

Maybe his cylinders are ashy.


But seriously, this stuff is crap. You're not going to get any other response here . Of course their video says it's great, it's called marketing. If you want to buy it and use it, go right ahead, but I highly doubt you're going to find anybody here to support your decision.

Majofo

You're an idiot.. unless SAE gives it's stamp of approval this crap will never be put in my car. I have some swampland in Florida for sale.. you interested?

I think everyone should just use a high quality synthetic oil like RP, Amsoil, M1-EP, or Redline. The only additive I have used was Cermet and that was after SAE proved that it dramatically improved fuel efficiency, especially in diesel engines / high compression engines, and after a friend showed me the solid numbers from his vehicle. Did you notice in the video they never actually show it being poured into the bearing test apparatus.. that stuff is b.s. and if you buy into all that marketing hype you might be interested in installing a speed chip, electric supercharger, and fuel ionizer..

csmeance

putting metal particles in oil isn't going to help lubricate the motor, it's just going to clog your filter.

ankur914

LOL Yup...They even say that in that link of there's.

Rob RiL

iTrader: (5)

I don't see a whole lot of harm in trying it. You can be the guinea pig!

BAM1369

iTrader: (1)

Home > Maintenance > Auto Additives > CERMET™ OIL ADDITIVE COATING > Cermet - 10 Ml - Oil Additive Cermet - 10 Ml - Oil Additive Availability: Usually ships in 3 to 6 days Stock No: T9F236281 Be the first to review this product.Our Price: $149.00 <DIV align=right><A href="http://www.globalindustrial.com/gcs/prod/30158132/i/productInfo.web?utm_source=google_pr&utm_medium=cp c&utm_campaign=AutoAdditives-google_pr&infoParam.campaignId=T9F#">Product Information
CERMET™ OIL ADDITIVE COATING
Ceramic Coating Protects Your Auto Parts Efficiently & Effectively!

CerMet coating is a nano-particle ceramic conditioner that’s ideal for metal surfaces. Ceramic coating finishes automotive parts without disassembly or downtime to restore and protect for a fraction of the cost of normal ceramic coating methods. Ceramic metal coating helps increase longevity, reduce maintenance and replacement costs, reduce energy or fuel consumption through friction reduction. CerMet™ is a powerful engine revitalizing technology that reduces the friction in your vehicle's engine, manual transmission, differential, and bearings through a patented nano-particle ceramic-coating process. Helps increase compression in your cylinders, increase horsepower, and significantly reduce fuel consumption and harmful emissions. Cermet is a composite material composed of ceramic (cer) and metallic (met) materials. Note: Use 1ml of CerMet for every quart of oil in an engine.





Is this what your talking about? Man I've heard about calling the kettle black but WOW 10ml $150 a pop, now that's stupidity.

Majofo

jeez.. yeah it's expensive ~$120 range.. shop around and it's not for everybody. I paid $100.. Here's a related article:

http://www.reuters.com/article/pressRelease/idUS145436+21-Aug-2008+PRN20080821


The first calculation I did on a highway run showed around 10% improvement, same speed, distance and stretch of road, around the same time of day & temp with all other factors negligible. When gas prices were $4+ which it looks like we may be at again, it paid itself off in a couple months.

The testimonials for it are not from marketers either, they're from big companies and automotive / chemical engineers. What makes more sense.. a material that coats cylinder wall imperfections in the nm scale or a qt of that snake oil mixing in your oil sump. GL with that..

BAM1369

iTrader: (1)

TABLE OF CONTENTS

1. Introduction
2. Test Parameter
A. Over the Road Vehicle Tests
B. Laboratory Tests
3. Test Results
A. Over the Road Vehicle Tests
B. Laboratory Tests
4. Discussion
5. Conclusion

Appendix









1. Introduction

The search for crankcase lubricants for internal combustion engines has been underway since the invention of the automobile nearly one hundred years ago. The principal lubricants used in internal combustion engines are petroleum based. However, a wide spectrum of synthetic and natural additives have been developed. The result of this work has been the advent of the superior lubricants used today.

The search for these lubricants is still progressing. A product was brought to us for evaluation which is novel to modern lubrication science. The Friction Free 3000™ additive takes advantage of a special, slippery particulate combination suspended in a petroleum based lubricant.

To evaluate the Friction Free 3000™, we chose to combine test programs involving automobile engines under normal service conditions and multiple lab scale tests. We therefore initiated the following program:

The test procedures and data represented in this report have been prepared and conducted exclusively by Hauser Laboratories. The results are accurate and reasonable under restraints of this program.


2. Test Parameters
A. Over the road Vehicle Tests

Four different automobile engines were tested during this program. The primary test engine was car #1. This car was extensively tested and at the end of the test sequence, the engine was disassembled and carefully inspected. Scanning electron microscopy was used to examine select parts of the engine. The following procedures were used in performing the tests. Not all tests were performed on all of the vehicles.

Gas Mileage Evaluation:

Test Track: The overall scope of this testing program was to provide a hands on method of lubricant analysis which simulated actual driving conditions. Therefore, our test tract consisted of a 3.5 mile stretch of four lane divided highway. This particular stretch was chosen for its uniformity of surface, gently curves, smooth traffic flow, ease of access and gently inclines.

Distance and Speed Evaluation: All gas mileage test results are relative to the vehicle tested and not necessarily absolute. The odometer and speedometer of each car tested was checked and calibrated. In the worst case, the odometer was off by 4% over actual readings and the speedometer was off by 3.5% over actual speeds. In all cases, the odometer and speedometer readings were reproducible to 1.5%. All test cars were driven by the same driver. Speeds were controlled manually and found to fluctuate between 48.5 and 51 mph over the test track. Variations were of a random nature.

*The odometer and speedometer used were factory equipment in all test vehicles.

Test cars were equipped with secondary gasoline reservoirs inside the driver’s compartment. The total volume of gasoline was visible within the vessel. The reservoir was connected to the engine fuel line via a switch valve. Volume readings and changeover were accomplished easily and smoothly from within the driver’s compartment. All fuel consumption readings were reproducible = 5 ml.

Environmental Conditions: The gas mileage tests were conducted over an extended time period, stretching from warm summer months into cool fall months. It was impossible to duplicate conditions each time. We recognize that varying atmospheric conditions can affect engine performance. To minimize these parameters, on warm days, tests were conducted in the early morning, with temperatures between 60-70° F. All tests were conducted on windless, sunny days with a relative humidity reading below 35. On questionable days, the tests were repeated within 24 hours to establish confidence levels.

Mechanical Conditions: Prior to all tests, the automobile under test was inspected and adjusted as necessary. Tire pressure, engine dwell, ignition points resistance, timing advance and filters were inspected, replaced and/or adjusted as appropriate to maintain maximum operating conditions. The car weight was adjusted by checking the main fuel tank level. The gasoline used in all tests was purchased in bulk and retained at Hauser Labs to be allocated as needed. The test fuel was “regular” leaded gasoline as provided by a major supplier in this area. The octane rating was 87.


Human Error: As mentioned, the same driver was used for each gasoline mileage test. Considerable effort was taken to duplicate test sequences. The test protocol which follows was strictly adhered to.

Gas Mileage Run Protocol – Test Sequence:

1. Park at station #1 and turn engine off.
2. Record internal fuel level, mileage and operating temperature.
3. Place gasoline valve in “Tank” position for fuel flow.
4. Start car and proceed to station #2 and stop.
5. Accelerate moderately to 50 mph.
6. Maintain 50 mph for 0.1 mile before starting test.
7. At predetermined mileage reading, turn gasoline valve to “Sample” position.
8. Maintain 50 mph speed for 3 miles. *
9. At predetermined mileage reading, switch gasoline valve back to “Tank” position.
10. Slow, proceed to point #3 and stop.
11. Shut off engine. Repeat all readings and record data.
12. Start engine and proceed to point #4.
13. Accelerate moderately to 50 mph.
14. Maintain 50 mph for at least 0.1 mile before starting test.
15. At predetermined mileage reading, turn gasoline valve to “Sample” position.
16. Maintain 50 mph for 3 miles. *
17. At predetermined mileage reading, switch gasoline valve to “Tank” position.
18. Slow, proceed to point #1 and turn engine off.
19. Take all necessary mileage and fuel readings.
20. Sample run completed, repeat entire sequence 3 times on any given day to complete mileage test.

Perform test in 4th gear in standard transmission. Perform test in high gear for automatic transmission.

Engine Evaluation: All engine parameters were monitored on sunny, warm days with the engine at operating temperature. Duplicate readings were always taken and recorded. Cylinder compression readings were taken with two testers, the screw-in type and the compression-fit type. If both sets of readings were inconsistent or in variance for any reason, the test data was discarded, the accessible check valves cleaned and the test repeated within 24 hours. Three readings were taken for each cylinder during compression tests.

Cold compression tests were performed in the morning hours, within 24 hours of a hot test series. The engines were allowed to stand overnight, for at least 18 hours without operating prior to the testing.

All data was recorded and labeled as to odometer readings and dates. Multiple data points were averaged within acceptable confidence levels.

Oil pressure readings were always taken under the specified engine room conditions. Emission readings were taken following “Emission Testing Protocol” procedure. Tests were always performed on sunny days with atmospheric temperature between 65-75° F.



Emission Testing Protocol:

1. Allow engine to obtain operating temperature by driving the automobile for 15-20 miles.
2. Allow engine to idle while hooking up the exhaust analyzer.
3. Allow analyzer to warm for 5 minutes prior to adjustment.
4. Set the instruments to zero reading and span reading as per instruction booklet.
5. Race engine to 2500 rpm for 1 minute and take readings.
6. Repeat procedure twice.

Scanning Electron Microscopy: Selected parts of the engine from car #1 were removed and examined with a scanning electron microscope. X-ray analysis was also employed. The objective was to inspect wearing surfaces for corrosion, erosion and other visible effects of surface wear or deterioration.

B. Lab Scale Evaluation

Selected experiments were performed in the laboratory under controlled conditions. Physical properties of the oil were investigated in conjunction with and without engine bench test.

Viscosity and Oxidation Study: The saybolt universal viscosities of several oil mixtures were taken so that the effect of Friction Free 3000™ on the physical properties of engine lubricating oil could be determined. Viscosity index was also determined. The raw materials were similarly examined for comparison purposes.

In addition, the rate of oxidation of lubricating oil with and without Friction Free 3000™ present in the oil was studied. Tests were performed in laboratory glassware with constant stirring to simulate air introduction as experienced during circulation within internal combustion engines. Temperatures used exceeded those experienced during normal operation of an internal combustion engine. Chosen test temperatures did not exceed the critical oxidation temperature of the oil. Viscosity data was used to study the degree and rate of oxidation.

Engine Bench Test: This test was chosen to evaluate the mode of operation of Friction Free 3000™ as it pertains to lubrication within the internal combustion engine. A Briggs and Stratton three horse power engine was operated under controlled conditions for specified periods of time. During operation the gas consumption, oil wear, metals, bearing and shaft wear, cylinder wear, and physical conditions of the oil were monitored. Scanning electron microscopy was used to help evaluate the wearing surfaces within the engine.

The Briggs and Stratton engine used during these tests was a 3600 rpm gasoline engine. The engine was outfitted with a Teel model 1P 869, 2” centrifugal water pump which was used to put the engine under load conditions while in operation. The data was categorized as to hours of operation of the engine relative to the addition of Friction Free 3000™. The amount of Friction Free 3000™ added was equivalent to the addition of 5 ounces in 5 quarts of oil (the recommended addition rate). Prior to the addition of the Friction Free 3000™ to the engine, the crankshaft and push rods were miced and the cylinder walls inspected.


3. Test Results
A. Over the Road Engine Evaluation
Car #1 1972 Pinto Wagon Standard Transmission
2 Liter Engine 4 Cylinders Radial Tires (28 psi inflation pressure)

TEST RESULTS: Car #1

Miles on Oil Change 1000 2500 3100 3200 300 301 700 1100 1600 2000
Miles since FF 3000 4300 5800 6400 6800 7200 7600 8100 8500
Gas Mileage, mpg 37.3 ----- ----- ----- 36.0 ----- ----- ----- 37.0 -----
Gas Mileage, % change 9.4 ----- ----- ----- 5.3 ----- ----- ----- 8.2 -----
Compression, psi (Hot)
#1 Cylinder 132 131 127 ----- 130 ----- 129 135 136 -----
#2 Cylinder 128 122 124 ----- 128 ----- 124 124 125 -----
#3 Cylinder 137 136 132 ----- 127 ----- 134 137 137 -----
#4 Cylinder 139 127 129 ----- 127 ----- 135 132 129 -----
Net change, psi 27 7 3 ----- 3 ----- 13 19 18 -----
Cranking Amps 180/ 175/ 175/ ----- ----- ----- ----- 170/ 170/ -----
Initial/Final 100 100 100 ----- ----- ----- ----- 100 100 -----
Idle/rpm 1000 1000 950 ----- ----- ----- 1000 1050 1050 -----
Oil pressure
at idle 47 45 42 ----- ----- ----- 45 42 42 -----
at 2000 rpm 53 51 49 ----- ----- ----- 50 48 48 -----
Emission CO, % 2.0 2.2 1.6 ----- ----- ----- ----- ----- 2.0 -----
Hydrocarbons, ppm 300 310 150 ----- ----- ----- ----- ----- 175 -----
Oil Consumption Add ----- ----- Oil ----- Add ----- ----- ----- Oil
1 qt. Changed 5 oz. OK

TEST RESULTS: Car #1 (cont.)

Miles on Oil Change 0 1500 1600 1850 2400 3200 3800 4050 4500 4501 100 101 300
Miles since FF 3000 ----- +0 +100 +350 +900 1700 2300 2550 3000 ----- 3100 ----- 3300
Gas Mileage, mpg ----- 34.1 ----- 36.0 36.1 36.1 ----- 35 ----- ----- ----- ----- -----
Gas Mileage, % change - 0 ----- 5.6 5.9 5.9 ----- 2.6 ----- ----- ----- ----- -----
Compression, psi (Hot)
#1 Cylinder 129 129 131 133 136 139 ----- ----- 128 ----- 131 ----- 132
#2 Cylinder 124 124 127 133 134 138 ----- ----- 126 ----- 127 -----
#3 Cylinder 129 128 136 136 136 140 ----- ----- 135 ----- 137 -----
#4 Cylinder 129 128 136 137 139 140 ----- ----- 135 ----- 140 -----
Net change, psi ----- ----- 21 30 33 48 ----- ----- 15 ----- 26 ----- 26
Cranking Amps 220/ 225/ 200/ 200/ 200/ 170/ 175/ ----- 175/ ----- 175/ ----- 160/
Initial/Final 125 125 125 100 100 100 100 ----- 100 ----- 100 ----- 100
Idle/rpm 950 950 1050 1050 1050 1050 1050 1100 1100 1050 ----- *850 1050
Oil pressure
at idle 48 47 48 47 42 ----- 44 43 43 ----- 49 ----- 49
at 2000 rpm 52 52 54 51 47 ----- 47 47 47 ----- 56 ----- 57
Emission CO, % ----- 3-4 2 2 2 1.5-2 ----- 3.5 1.9 ----- 2.0 -----
Hydrocarbons, ppm ----- 260- 230- 200 190- 300 ----- 325 280 ----- 300 ----- 200
Oil Consumption ----- Add Add ----- Add ----- Add ----- Add Oil ----- Add -----
----- 5 oz. 1qt. ----- 1qt. ----- 1qt. ----- 1qt. Changed ----- 5 oz. -----

*OIL LEAK = LOSS OF Friction Free 3000™ -- See discussion
*Characteristics of compression generated by engine has changed. See discussion
** Measured for hot engine only


Gas Mileage – sustained 50 mph = 34.1 mpg

Vital Statistics
Over 100,000 miles of operation; no major overhauls
Oil Pressure (new oil)
47 psi at 950 rpm
55 psi at 2000 rpm
Idle 950 rpm
Fuel Pressure 5.5 psi
Timing 12° BTDC
Dwel 38°
Operating Temperature
Oil 198° F
Water 198° F
Emissions Hydrocarbons 260-300 ppm
Carbon Monoxide 3 – 4 %
Compression
Cylinder #1 129 psi
#2 124 psi
#3 128 psi
#4 128 psi
Cranking amp (hot) 225 initial
125 final

After 10,000 miles of operation, the engine in car #1 was disassembled for examination. The general condition of the engine was good. No sludge was observed. The bearings demonstrated minor wear. No excessive scoring was observed. Cylinder walls were clear and smooth. Acceptable ring ridge was observed. Piston deposits were not excessive.

The crankshaft and camshaft were examined and found to be acceptable. Lobe wear was observed on the camshaft. As a result, this cam was replaced. The degree of wear was acceptable considering 110,000 miles of operation.

The mechanic who disassembled the engine indicated that it could be reassembled, as is, and run for additional mileage. An overall assessment of the engine indicated normal wear.

The rod bearing inserts were examined under magnification. Small copper colored areas were observed. Under scanning electron microscopy, these spots were erosion marks in the bearing surface which had been filled with copper. X-ray analysis indicated only copper present. No lead was observed. In essence, the copper seemed to fill the voids in the bearing surface.

The test engine was subsequently reassembled and test car #1 is currently operating again.

Car #2
1965 Chevelle Station Wagon
283 Cubic Inches Automatic Transmission
8 Cylinders Bias Belted Tires (30 psi inflation pressure)


Vital Statistics
Over 100,000 miles of continuous operation with no major overhauls
Oil Pressure (new oil)
26 psi at idle
34 psi at 2000 rpm
Idle 950 rpm
Fuel Pressure 5.8 psi
Timing 10° BTDC
Dwel 30
Operating Temperature 192° F
Emissions
Hydrocarbons 500 ppm
Carbon Monoxide 7.2%
Compression
Cylinder Hot Cold
1 120 120
2 139 114
3 123 107
4 136 100
5 130 107
6 119 97
7 126 110
8 127 110
Cranking Amps 200/135

TEST RESULTS: Car #2

Miles on Oil Change 0 100 200 400 700 1000
Miles since FF 3000 0 ----- 200 400 700 1000
Gas Mileage, mpg 20.1 ----- 21.5 ----- 21.8 21.8
Gas Mileage, % change 0 ----- 7.0 ----- 8.5 8.5
Compression, psi Hot Cold Hot Cold Hot Cold
#1 Cylinder 120 120 130 123 ----- 130 124 ----- -----
#2 Cylinder 130 114 135 127 ----- 135 127 ----- -----
#3 Cylinder 139 107 138 135 ----- 148 136 ----- -----
#4 Cylinder 119 100 123 104 ----- 130 105 ----- -----
#5 Cylinder 123 107 137 123 ----- 140 123 ----- -----
#6 Cylinder 126 97 125 110 ----- 123 111 ----- -----
#7 Cylinder 136 110 137 133 ----- 137 131 ----- -----
#8 Cylinder 127 110 127 124 ----- 124 127 ----- -----
Cranking Amps
Initial/Final 200/135 180/130 180/130 180/130
Idle/rpm 950 975 975 1050 1050 -----
Oil pressure
at idle 26 26 26 26 25 -----
at 2000 rpm 33 35 34 34 34 -----
Emission CO, % 7.2 5.2 ----- 5.1 5.0 -----
Hydrocarbons, ppm 500 480 -----


The major observable change is the number of surface pits. Used bearing shows many more pits. Pits due to corrosion are results of normal oil degradation.

X-ray Analysis of the Bearing Surface: The bearing was examined by x-ray after operation in the engine with Friction Free 3000 for 75 hours. No lead or copper was identified on the surface at that time. Similarly no lead or copper was found impregnated in the bearing surface.

Gasoline Consumption, Briggs and Stratton Engine
Normal Operation 5.0 hours/gal
After Friction Free 3000 5.22 hours/gal (average over 17 tanks)
Additional Evaluations: A sample of Friction Free 3000 was filtered, and the particles were examined by SEM. The particles were found to be spherical. The dimensions of the particles (photograph 41) are as follows:

Copper Particles Lead Particles
Size 5.9 – 8.2 microns in diameter 2.3 – 2.7 microns in diameter
Shape spherical spherical

A sample of oil from test car #1 engine test was similarly filtered and examined by SEM. In this case, all of the particles were flat and regular. The general appearance was that of smashed wax droplets. Both copper and lead particles were present, as determined by X-ray analysis.

4. Discussion

Car #1: Essential to this discussion is the physical condition of the engine tested. From past history the Pinto engine in the experiment was known to leak a quart of oil every 1500 to 2000 miles. Some oil consumption was also attributed to oil burning. The oil consumption results seen in the table for Car #1 test results can be attributed to these causes. It is interesting to note the gradual decrease in oil consumption until it effectively stopped. The consumption was reduced due to less oil burning (see emission readings) and reduction of leakage. Leakage analysis was at best qualitative; the engine quit dripping on the ground when at rest. Baseline compression readings showed that all four cylinders were in acceptable condition, with one slightly low. In general, the operating conditions of this engine were acceptable, especially considering the high mileage, 101,000 miles.

TEST RESULTS: Car #3
Make: AMC Rambler Station Wagon V-8 Engine
Cold Compression Test, psi
Mileage 99362 Mileage 99825
Cylinder (Before FF 3000) (463 miles after FF 3000 added)
1 144 158
2 133 150
3 145 150
4 140 145
5 137 143
6 148 412
7 145 145
8 145 150
Total: 1142 1183
Cranking Amps 200/135


TEST RESULTS: Car #4
Make: Toyota Celica, 2 door coupe, 5 speed, 4 cylinders,
2168 cc overhead cam


Cylinder Mileage 42365 Mileage 43675 Mileage 45543
1 137 145 137
2 128 135 146
3 142 143 144
4 117 135 145
Oil Consumption: 1 qt/250 miles 1 qt/1000 miles 1 qt/2000 miles

600% Reduction in oil consumption - see discussion


Laboratory Tests

Oxidation Stability Test: 40 weight Pennzoil was chosen as the standard oil to be used in this test series. Test temperature was 375° F.

Viscosity, CS at 100° F

Test Duration Pennzoil Pennzoil + Friction Free 3000
0 ----- 181.0
30 min. 154.9 150.9
60 min. 157.0 152.8
180 min. 163.0 158.7
300 min. 168.2 165.3
% Change 8.59 9.54

Spot Test: Oxidation

Test Duration Pennzoil Pennzoil + Friction Free 3000
Original Blend Neg. Neg.
30 min. Neg. Neg.
60 min. Neg. Neg.
180 min. Neg. Neg.
300 min. Neg. Neg.

Viscosity Analysis
% Change in
sus @ 100° F sus @ 212° F Index Viscosity @ 100° F
HL #77-461-1
Pure Havoline 10W-40 430 75 138 -----
HL #77-461-2
Havoline 10W-40
+6.4% Friction Free 3000 476 76 133 10.7
HL #77-461-3
Havoline 10W40
+16% Friction Free 3000 549 77 124.5 27.7
HL #77-461-4
Friction Free 3000 >4000 ----- ----- >1000
HL #77-461-5
Dispersing oil extracted
From Friction Free 3000 478 ----- ----- 11.0%
* Based upon new Havoline 10W-40 oil.



Oil Analysis of Lubricant used in Engine Bench Test (New Oil: Pennzoil 40W)

New Oil New Oil + FF 3000 25 hrs. in use 75 hrs. in use
Viscosity, cs @ 210° F 15.3 15.3 15.1 17.2
Viscosity, cs @ 100° F 158.7 166.5 148.8 174.4
Viscosity Index 104.8 100. 102.9 111
Pour Point, °F 5 10 15 20
Flash Point, COC°V 435 430 365 380
API Gravity 27.3 26.8 26.6 21.2
Carbon Residue, % 1.52 1.68 2.89 6.11
Ash, % by wt. 0.81 1.40 1.76 4.85

Internal Wear Measurements from Briggs & Stratton Engine
(75 hrs. on B&S = approx. 15,000 auto miles)
After 75 hrs. Operation
Operation Time = 0 with FF 3000 Added
Crankshaft Diameter 0.9081” 0” Wear 0.9986”
Camshaft Diameter
Front Lobe 0.9081” 0.9080”
Back Lobe 0.9076” 0.9073”
Push Rod Diameter
Front 0.2471” 0.2469”
Back 0.2461” 0.2461”
Cylinder Wall Clean, honing marks visible Clean with a heavy ring
Ridge, honing marks still
Visible

Elemental Analysis of Oil from Briggs & Stratton Engine

New Oil Used Oil, 75 hrs.
Lead 1.0 ppm 6800 ppm
Copper 1.0 ppm 3200 ppm
Carbon Residue Found on Piston at 75 hours
Lead 42%
Copper 0.4%
Crankcase Sediment, after 75 hours Operation
Lead 17.64%
Copper 49.50%



Scanning Electron Microscope Examination of Select Parts from Briggs & Stratton Engine: The main rod bearing was examined before the addition of Friction Free 3000™ to the engine. The bearing was examined again after Friction Free 3000™ was added and the engine had operated for 75 hours. The sharp edges of the score marks and pits are founded. This feature would be typical due to oil degradation and corrosion. No abrasive score marks can be seen. Pitting marks have changed due to surface wear; however, total material loss is insignificant.


The test data pin points several important results due to the addition of the Friction Free 3000™ additive to the crankcase of the engine. An immediate increase in compression was noted in all cylinders. The compression not only increased but leveled out among the four cylinders. This is, of course, an advantageous situation as it represents a possible increase in horsepower and reduction of engine blow by.

Addition of oil to the crankcase continually diluted the Friction Free 3000™ additive. The degree of dilution is relative to the oil loss due to leakage rather than oil burning. Most oil burning is due to oil volatilization and combustion which would affect the additive quantity very little. Reduction in additive concentration is evidenced by the compression reading having reached a maximum followed by slow reduction in parameters. One would also expect a parameter decrease due to oil degradation in any engine.

Gas mileage increases, idle increases, emission readings and cranking amps decreases followed the same trend as did the compression readings. In all cases, the parameter improved to a maximum (minimum in the case of cranking amps and emission readings) followed by a slow decrease. The trend was again reversed when the oil was changed and additional Friction Free 3000™ was added.

The second oil change (third Friction Free 3000™ addition) similarly reversed the trend. With no oil loss, the parameter appeared to be stabilizing. However, the compression readings were not level and certain unusual characteristics were observed.

At the 6400 mile point, slight blue smoke was produced from the engine upon cold start-up. This was not observed during warm starting. Similarly, the compression reading became a little inconsistent. It was noted that up to 15 engine cycles were necessary to maximize compression reading, where 5-7 cycles were required at the beginning of the test series.

Cranking amps reductions and idle increases associated with Friction Free 3000™ addition to the crankcase strongly suggest a reduction of friction within the engine. These results are also consistent with compression and horsepower increases. Increases in this area are more significant than oil viscosity changes as a result of the additive.

The oil pressure readings as represented are not very meaningful. This is primarily as a result of gradual oil oxidation and fuel dilution. Two sets of results are meaningful. Readings taken with new oil in the crankcase, in the absence of Friction Free 3000™ would reflect the actual condition within the engine because the oil should be identical at these stages. Note the oil pressure readings taken at 0 miles and at 100 miles (3100). The actual oil pressure of the new oil had increased 4 psi at 2000 rpm (and possible reduction in 2 psi at 1000 rpm). These results suggest a reduction in main bearing play and general improvement of the oil distribution system.

In our tests we have seen a consistent and dramatic increase in gas mileage with the addition of Friction Free 3000™ to the crankcase. Improvements of up to 9.4% were observed. These are significant. We have also observed an overall decrease in carbon monoxide and hydrocarbon emissions from the test vehicle. It is difficult to quantify these changes due to the wide range of variable present. However, reduction is consistent and significant as demonstrated by our test results.


Car #2: Car #2 was studied in a similar fashion to car #1. We had a good knowledge of the car history. The automobile was equipped in like fashion to car #1. The results are also similar. We observed compression, mileage, idle and oil pressure increases. Similarly we observed cranking amps decrease and emissions decrease. No detrimental effects were observed. Gas mileage increase of 8.5% is significant. It was difficult to assess the oil consumption for this test car due to short test period.

Car #3: Test car #3 was evaluated only on a limited basis. The results over a 500 mile test period show significant increase in engine compression. In this case, the engine was in good condition at the beginning of the test. A total increase in compression of 3.6% was noted.

Car #4: Test car #4 was our best evaluation for oil consumption. The engine smoked visibly and consumed one quart of oil every 250 miles during the previous several thousand miles of operation. After addition of Friction Free 3000™, to the crankcase at oil change, only one quart of oil was consumed over the next 1000 miles of operation – a 600% reduction, and 1 quart over the next 2000 miles.

This test engine had one bad cylinder. Cylinder #4 was of low compression. Overall compression balance was poor. After the addition of Friction Free 3000™, the overall compression balance was much improved. A general increase in compression of 47 psi units was noted.

Oxidation Stability: Our test results demonstrate that the rate of oxidation of Pennzoil in the presence of Friction Free 3000™ is enhanced over the rate of oxidation of just Pennzoil 10-W-40 wt. oil. The rate was determined to be 11% faster in the presence of Friction Free 3000™. However, the parameters of the experiment preclude occurrence of measurement greater than 10%. Therefore, the overall enhancement of oxidation is not great and should not be a concern.

Viscosity Analyses: Relative to pure Havoline 10W-40 wt. motor oil, the addition of the Friction Free 3000™ increases the viscosity of the oil. At elevated temperatures the change is very small as can be seen by the data. At lower temperatures the change in oxidation is more significant. The overall change is reflected in the change of the viscosity index.

Increased viscosity at elevated temperatures is not a problem if moderate. Similarly moderate increases at low temperatures is not a problem. The viscosity change evidenced for Friction Free 3000™ is moderate at 100° F and very small at 212° F. It is likely that this would not produce any problems. If concern over this feature were an issue, lighter weight oil could be substituted for the heavier oil when Friction Free 3000™ is to be used.

Bench Test; Oil Analyses: The oil used in the Briggs and Stratton bench tests was analyzed as seen in the appropriate table. Mild oxidation of the crankcase oil was seen with time of use. This is normal. The degree and rate of oxidation is of interest in that it has previously been established that Friction Free 3000™ may enhance the rate of oxidation of crankcase oils. The degree of oxidation found in this bench test is mild and not a problem. Under normal frequencies of change, this degree of oxidation would not be a problem.

Bearing Analyses: Internal wear measurements were made on the crankshaft, camshaft, and push rods of the Briggs and Stratton engine before and after the bench tests. As can be seen in the appropriate chart, no significant wear was observed.


Closer examination of the crankshaft bearings as seen in the photographic section demonstrates some wear and erosion of the surfaces.* The degree of wear is not significant. No plating of the bearing surface was observed. Pitting and scraping was minimal. The honing marks were still visible on the cylinder walls.

The crankshaft bearings from the engine in test car #1 were also examined by scanning electron microscopy. In this case, minimal engine wear was also noted. At the fringe of the bearings near the oil grooves, copper colored marks were clearly visible with the naked eye. Closer examination proved these marks to be small pits and scratches which have been filled with copper metal. Nothing such as this was observed on the bench scale test with the Briggs and Stratton Engine.

The copper metal found in the Friction Free 3000™ lubricant has been deposited in the pits at these locations. Nowhere else on the bearing were these pits observed. Similarly, nowhere else on the bearing were copper marks observed.

Mechanism of Action: The test results in conjunction with the SEM evaluation of the new and used Friction Free 3000™ additive are initially spherical. Under normal circulation with no high pressure applied in surface lubrication, the particles remain round. Under these conditions enhancement of boundary lubrication might be expected. During high pressure application, the ductile copper and lead present are deformed and flattened. It is anticipated that these flat particles function similarly to graphite in that they would slide over each other in layered fashion. The ductility of the material would also allow the particles to be reshaped during use to conform to the surrounding geography. This would explain why a certain “break in” period is required before the full potential of the additive is realized. Disorientation of the particles would occur when the engine was not in operation. A time lag for re-orientation would be necessary upon restart of the engine. This explains mild smoking upon cold start-up and the change in compression characteristic in test car #1.

*Like millions of ball bearing.

5. Conclusion

Our tests results show that the Friction Free 3000™ oil additive increases gas mileage while it reduces oil consumption. The additive also increases engine compression and reduces auto emission.

No detrimental effects associated with the use of the Friction Free 3000™ additive were observed during our tests. The minor inconsistencies observed could not be traced to the Friction Free 3000™ additive.



A STEP BEYOND LUBRICATION…

Patented Micro-Metal Technology is now available in two great products!

Friction Free 3000™ Engine Treatment and Friction Free Multi-Stage Lubricant

Friction Free 3000™ and Multi-Stage Lubricant help restore pitted and worn bearing surfaces back to near original state. The microscopic particles in Friction Free 3000™ and Multi-State Lubricant seek out pits, crevices, and scratches caused by friction and wear. They fill, pack, and plate the imperfect surfaces, restoring them to near original condition. Only the imperfections are filled and the remaining micro-metals circulate to provide superior lubrication.

FRICTION FREE 3000™ ENGINE TREATMENT

Improved Engine Power
Better Fuel Economy
Reduced Emissions
Reduced Engine Surface Wear
Superior Friction Reduction
Environmentally Friendly

FRICTION FREE MULTI-STAGE LUBRICANT

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Lasts Three Times Longer Than Similar Products
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Hundreds of Uses for Home, Automotive, and Garage

Use Friction Free 3000™ Engine Treatment in new, old, gas and diesel engines. It is compatible with all oils including synthetics.

Use Friction Free Multi-State Lubricant on sliding doors, windows, door hinges, stubborn locks, automobile doors, hood, and trunk hinges, garage door openers, springs, lawnmowers, industrial equipment/machinery, and farm equipment.

TL|GTX

And it's still the biggest b.s, like that zmax shit they advertise on speed.

Majofo

Did you read any of that report, the cars utilized, method, analysis? That crap is bad news.. It breaks down motor oil leaves heavy copper & lead deposits in your engine.. etc. The test study is limited and the Lab makes a conclusion from one positive result yet shuffles away subsequent aberrations in further test results that refute their claim. This a scheme.. the lab pushed data around towards the positive, and minimized analysis of negative results. I'm sure vast amounts of research & development was done to assure that it won't cause engine damage and increase efficiency of our vastly efficient engines.. otherwise it wouldn't cost $10.. like I said.. go for it.

knavinusa

Let me ask you this: wouldn't Acura have added this stuff to their oil to begin with if it really provided those benefits? After all, isn't that what customers are looking for - a car that is cheap to maintain with better fuel economy?

BAM1369

iTrader: (1)

I would guess for the same reason they dont put high flow air filters or a CAI on you car.

BAM1369

iTrader: (1)

Why dont they put Cermet in your car if it worked so well for Majofo?

BAM1369

iTrader: (1)

No detrimental effects associated with the use of the Friction Free 3000™ additive were observed during our tests. The minor inconsistencies observed could not be traced to the Friction Free 3000™ additive.

chill_dog

Clearly you're sold on it, so just go ahead and buy it. What I said previously (post 12 in case you missed it) still stands, and nothing you post, "evidence" or argument, is going to change the majority opinion here.

ankur914

Like everyone has said here, if you want to try it, feel free to do so.
If you want to really see what effects the Friction Free stuff has, do a before and after oil analysis to compare what particulates go up and/or down.

Right now, we are reading some biased data it seems like. Opinions of those that sell the product, and a lab report whose Appendix reads like a sales pitch imho.

High Quality oils already come with a great additive package, whether they are Dino or Synthetic. Go with a good oil, and i bet you will never have an oil related problem if you follow proper maintenance.

What exactly are you looking from the Friction Free stuff, if you dont mind me asking?
Improved Gas Mileage? or Better Lubrication/Less Engine Wear? or Both?

ankur914

Sounds more like an inconclusive statement to me...

lembowski

iTrader: (1)

I'll pass......I've got to save my money to buy my Turbonator.

Majofo

Are you a spammer.. Mr. Warehouse Mgr? Do you have a warehouse of this crap you would like to sell to our community? The application of cermet has been used for years but in different forms with shared similarities to hardened drills to ceramic coated pistons & cylinder walls.. and it's not for everyone.. I tried it after seeing the proof. I'm an engineer.. I don't put any type of crap in my car. Acura designed the TL with a semi-CAI which draws in air from the lower grill into the filter and foam filters found on most CAI & SRI allow much larger particulates.. which is why they don't use them. I'm done with you.. use it but don't try to sell us on it.. we're not idiots. It seems like you're the only one that is interested in it so you have your answer.

csmeance

They don't put high flow filters because many of them do not filter properly. As well they are expensive, who would like to pay 50 dollars for a filter when you can buy the OE one for 20 dollars?

Also no CAI is used due to liability issues. People are stupid and drive through deep water, acura would be responsible for the hydrolocking that will occur.

BAM1369

iTrader: (1)

How am i a spammer i have been on acurazine for months or maybe even a year and this is the only product i've brought up.

I'm a warehouse mannager in a plumbing & heating warehouse. I'm not on acurazine trying to sell you waterheaters.

The only reason i brought up CAI is because it has been proven to increse mpg's. A better filter and a short ram can help with the liability issues and hydrolocking.

BAM1369

iTrader: (1)

I guess people should not bring up product on this site that they are looking for a reasonable theory or explanation. Or you'll be called an idiot or accused of being a spammer. Thanks to all of you that gave their opinion with out being a prick.

Majofo

I apologize.. you just come off hard headed and determined to put that crap in your car.. plus you posted this in the 2G section as well. I can't even find a MSDS on that stuff. Have you ever heard of Slick 50 or the dozens of other additives that reduce friction & increase everything known to man from hp to your johnson size? You should always be skeptical of these types of products.. look for tests & proof from SAE first.. then search from users and account for how many miles they have on the product, etc but remain skeptical.. I hope you don't use that stuff.. many additives have known been known to clog oil passageways / filters / leave buildup which may lead to engine failure down the line.. so the positives that it 'may' have now.. can be a huge 'negative' down the line. I suggest using an excellent synthetic - my personal preferance RP or M1-EP.. Redline or Amsoil if you can get your hands on it. Use a good filter - K&N, M1, RP.. not fram. Use only 92+ octane from Tier 1 stations, keep your air filter clean, tires properly inflated all the time, and keep up with routine maintenance.

ankur914

BAM, what are you looking for/trying to get out of this product? Do you want to help keep your engine lasting longer? etc?

Maybe from know what benefits you are seeking, we can sway you into a direction that is somewhat proven, you know?
This stuff, like Majofo said, is not proven, not tested by SAE or ASME, and who knows if its even compatible with seals in our cars.

Avoid it is the general consensus of this forum...But if you must try it, try to find more information on it first.

BAM1369

iTrader: (1)

I'm not going to try it based on what you guys have said here. Thanks for the good info.

I'm really not looking for any thing i just heard about this stuff and just thought i would bring it up here to see what you guys thought.

I didnt mean to sould like i was all for it i was just looking for some good solid info.

If there is a product that really reduces friction and extends the life of your engine at a good price i figure why not try it thats why i came here, to fine out why not try it.

I hate cars

CAI does not improve mpg. Get that out of your head.

Your "metal ballbearings" are a recipe for disaster.

Main, rod, and cam bearings work an on the hydrodynamic lubrication principal. They never touch one another so explain how this crap helps...

Compression rebuilders have been out forever. The results are temporary and result in ring sticking in the long run. Our TLs are way too new to need anything like this. These crap products can only make a difference if something is broken or worn in the first place and even then the results are questionable at best.

Since we have a roller valvetrain, there's nothing this product can do to reduce friction or wear there.

A manufacturer would kill for a .5mpg increase in fuel economy. Look at how we went to 20wt oils for a measly .4mpg increase according to Honda. If this product did what it said, it would be factory fill in our cars.

108tls

do you think or anyone think of the certmet product, is it safe or advantageous to use in the auto tranny box?
anyone think it may cause excessive slippage for the auto tranny box?

Majofo

I wouldn't try it.. I don't think anyone is applying it for the trans. There's way too many unknowns in a transmission so even a trans expert is weary of adding additives / solvents that are proven to alleviate issues with clutches or the valve body.

I hate cars

Absolutely not. You'll greatly change the friction coefficient and burn it up.