So Judy,
By my understanding, the only way to increase fuel mileage is:
a) lighten the load being moved.
Lightening the load will increase fuel mileage, and while it's a practical, appropriate, and prudent step to take (there's no point in carrying unecessary weight in your vehicle) it's really not an accurate barometer with which to measure increased mileage, and it's certainly not a practical approach to getting the most out of your fuel, ...especially for those who are required to consistently carry heavy loads. That method is truly what you'd call a placebo. Doing that, you're not really increasing mileage, you're simply reducing the weight carried. That's the equivalent of saying switching from 100lb barbells to 10lb barbells makes you stronger, because you'll be able to do more curls. {lol}
What you want to do is increase the mileage with the
same load. That's a more accurate barometer of a real mileage increase.
b) Recalibrate the engine computer, thus injecting less fuel into the system.
That might result in increased mileage, ...however, you're going to sacrifice power, and potentially void warranties. It's not something I would recommend. You really don't want to be tinkering with your engine unless you know what you're doing. Most people don't.
c) Increase efficiency of the powerplant (engine)
Now we're on the same sheet of music!!! 
What can your product do in regards to these issues?
That's exactly what our catalyst does. It improves the efficiency of the engine.We don't really think of it as a fuel additive. Technically, it is a fuel additive, only in so much as by legal definition, anything that goes into the fuel, technically, and legally is considered a fuel additive. Most of those function by either attempting to alter the molecular structure of the fuel, or through the inclusion of detergents etc that remove carbon etc., etc.,. Ours does not work that way, and for this reason we do not consider it a "fuel additive". Our product is a catalytic combustion chamber conditioner that works on the engine itself.
Our catalyst comes in 3 forms: (2 dry forms & 1 liquid form)
- mpg-cap - sold in a blister pack of 10 caplets, suitable for cars, trucks, passenger vehicles
- mpg-mega-cumbs - a pre-crushed form of the mpg-cap for easier dissolvability in diesel
- mpg-boost - a liquid used by those with anti-siphon devices or those who run in colder climates
Most users prefer the mpg-mega-crumbs because it is far more economical, although it can be more cumbersome to accurately dose if you're not use to it. For most passenger vehicle owners, I suggest they start off with the mpg-caplet to ensure an accurate dosage. It's 1/2 gram in size, and scored down the centre enabling the user to break it in half whenever 1/4 gram sized dosages are needed. If they want the faster dissolve times to be found with the crumbs, then I recommend they use a cap crusher. A little device that can crush the caplet for them, as they introduce it into the fuel tank.
Our product is introduced into the fuel tank, simply to use the fuel as a
carrier to transport the ingredients into the combustion chamber. While there, through organometallic chemistry, it adheres to the metal, resulting in a micro-thin catalytic coating, that alters the in-cylinder shape of the burn, creating a more perfect environment for the fuel to burn. It's quite similar to the function of a teflon pan, and is similar in appearance to a scorched pan. This catalytic coating is sacrificial in nature, in that it will protect the engine, as well as allow for a more even dispersal of fuel within the combustion chamber itself, as well as a conservation of heat within the engine.
If you were to remove the exhaust manifold from any vehicle, you'd typically see flames coming out the exhaust.
These flames represent fuel, that is
still burning, as it is exiting the exhaust.
This does no one any good. Not the environment, not the vehicle, not the person paying for the fuel that is essentially and effectively at that point, doing nothing to power the vehicle down the road. With that in mind, the fact that when all is said and done, you have 99.6% of the today's fuels being burned completely, is not really as impressive a figure as it would seem at first blush, because you've got a percentage of that fuel burning out the exhaust.
What we want, is to see a maximum burn taking place, however from
within the combustion chamber,
...and more importantly, we want it burning
earlier in the combustion cycle, during the power stroke of the engine.
By burning the fuel earlier in the combustion cycle, during the power stroke, you get more power to your engine.
By accelerating the burn rate, you see a more complete burn during that cycle, you do not have the fuel burning out the exhaust cycle where it provides no benefit to powering the vehicle down the road. You also will have neither the same quantity of heat escaping the engine, nor the same quantity of unburned hydrocarbons exiting the exhaust. This results in both lowered exhaust temperatures, and lower emissions.
If one were to take a 10" X 10' foot vacuum tube filled with gasoline, and light it at one end, ...it would take 7 seconds to burn through to the other end. If you were to take that same 10" X 10' vacuum tube filled with gasoline that had our product dissolved in it, it acts similar to a hydrogen fuse. Hydrogen has a quicker burn rate than gasoline, and when ignited will speed up or accelerate the burn rate of the entire fuel mixture. When ignited, with the right fuel & air mixture, instead of taking 7 seconds to burn through to the other end, it will take only 2 - 3 seconds to burn through to the other end. The result is a more complete burn taking place, earlier in the combustion cycle, more horsepower to the engine, a lowered rate of fuel consumption, further distance traversed on less fuel, and reduced emissions.
In a nutshell, ....it's like Viagra for your engine. You get more power, and better performance.
In addition, the process of speeding up the rate at which the fuel is burned, you remove the time frame required for dangerous NO
X to form. Nitrogen Oxides (NO
X) are extremely nasty dangerous pre-cursors of smog. Historically, increasing the temperatures to reduce particulate matters, increases NO
X formation. Reducing the NO
X, results in an increase in unburned hydrocarbons and particulate matter. A double edged sword, or catch-22, ...until now. NO
X is both temperature dependant, as well as time dependant, and by increasing the rate at which the fuel mixture burns, we remove the time factor from the equation preventing the NO
X from forming to begin with. The result, lower particulate matter, and a reduction in NO
X by as much as 75% or more.
We have a number of products in our fuel division that work synergistically with each other.
Some are not designed specifically to improve mileage, however, through effective use, we've seen increases occur.
This is not by magic, it's simply common sense.
Let's take our
MPG-EXTremetm oil treatment for instance.
It is an oil additive, a metal conditioner that you add to the crankcase. We all know what oil additives do, they improve the function of the oil etc., however, refering to it as an oil additive is really a misnomer. What this product does, is to electrostatically adhere to the metal within the crankcase, and reduces the friction of metal grinding against metal. By understanding the true function of this product, customers have been able to get the most out of it. In addition to putting it into the crankcase. they've used it in their transmissions, compressor units, their rears, ...pretty much anywhere they have metal grinding on metal. This protects and extends the life of these components, as well as reduces the friction. What do you think happens when someone reduces the friction throughout their entire drive train? What do you think happens when someone reduces the friction throughout the entire drive train, while
simultaneously increasing the power being output by the engine, along with reducing the emissions coming out of the tailpipes or smokestacks?
When you look at it holistically, I'm sure you can see both how and why our customers are often able to see mileage increases in excess of the 7-14% we guarantee.
Don't get me wrong, ...I'm not saying that every customer has seen phenomenal increases, however many have.
We've had instances where customers didn't notice anything, which we found extremely perplexing. We discovered many things about the use of this product, and the many variables that can result in a customer NOT seeing the mileage increase they were lookng for. Based on the science behind this product, we knew it was literally impossible for it not to work. While the science is sound, ...user application is not.
Shortly after first starting to market this product, I quickly discovered that not everyone keeps track of their mileage, or drives in a manner that enables them to accurately track it over any period of time. I also discovered that a horrrendously large percentage of the population does not have any idea what their actual mileage is. They read the sticker from the manufacturer, and assume that's what they're getting. I also discovered that most don't even fill their tanks all the way, and calculate how many miles or kilometres they get on a full tank. Many will simply throw in $10 or $20 at a time. Their gas tanks have never been full.
Then too, were the inconsistent dosing habits, and driving habits of the average driver. Your average hockey Mom will simply use her vehicle for errands, trips to the grocery store, toting the kids around town etc. One day she might drive 3 miles to the grocery store, another day 5 miles to the dry cleaners. A week later, she's driving her 4 sons to hockey practice (which will add another 250lbs including hockey equipment), the next day she's by herself as she drives to the gym, or the salon to get her hair or nails done. This doesn't even address the fact that on one of her trips, she might pass by a fuel station selling very inexpensive fuel, and decide to top off the tank (either neglecting to put the product in, ...or electing to throw more product in, despite already having fuel in the tank with a certain amount of product already in solution). There was no consistency, as well as even getting the engine up to proper operating temperature. It might even take her a month to consume an entire tank full of fuel. And with so many short inconsistent trips, her engine is probably full of carbon. The catalyst would first be required to burn off the carbon, before the coating can even go into place, and depending on the amount, could take 3 or four tankfulls of fuel. Trying to calculate all that with any degree of accuracy (effectively without the co-operation of the customer) is next to impossible, and quite frankly more trouble than I was willing to go through.
That's part of the reason that I chose to build my customer base with truckers. Truckers track their mileage diligently. In addition, to tracking mileage, they also maintain their equipment vigilently, maintaining proper tire pressure, changing fuel filters, keeping the carbon out of their engines, and disbursing the water from their tanks. I can't tell you how many people have tried the product (especially diesel users), had the pill land in the water in their tanks, not get a mileage increase they wanted, and assumed the product didn't work. The product DOES work, ...it just does not dissolve in water. So they ended up with a bunch of pills sitting in the bottom of their tanks. It didn't dissolve into the fuel, and therefore could not reach the combustion chamber. In instances where we have discovered this, we were able to correct it, and the drivers went on to see the increase they were looking for.
Then too, there were those who had an engine full of carbon. They didn't notice an instant increase because the carbon in their engines prevented the catalyst from adhering to the metal, so they gave up on the product before it had a chance to burn off the carbon. That's why we had some people seeing instant results right from the start, while others took time to see results. Thankfully, the company came out with a carbon cleaner called
MPG-MAX-PRO, that could be used to remove the carbon right from the start allowing the catalyst to go into place immediately
Another factor we found was overdosing. That was a big one! Different engines seem to have a different sweet spot. If you put too much product in, you won't hurt your engine, you'll simply waste your money because you won't get the catalytic effect you're looking for. You might even develop too thick a coating which may actually start to absorb the fuel. In such an instance, ...your mileage may actually decrease. The catalytic coating disappears if you stop using the product, and a sure fire way of knowing if a customer has overdosed, is to simply have them run a few tankfuls without the product. As the coating disappears, it will quickly approach the right thickness, and they see a spike in their mileage. We just have them re-introduce the product, but at a lower dosage. I tell all my customers to disregard the dosages listed on the product, and start off by using it at a rate of 1 gram per every 60 US gallons or roughly 1 gram for every 225 litres. Then, based on their results, we can tweak the dosage from there either up or down. Here in North America, based on the fuel grades here, my customers are telling me that
that particular dosage gives them the best results. Over in Australia where they have higher octane levels in their fuels, we've found that even lower doses are far more effective. In Latin & South America, quite the opposite is true. There, they've found higher dosages work best with the fuels they have to burn. In Mexico, most motorists expect to get a certain amount of water with every fillup. In Canada, we don't have to worry about the issue of hot fuel, however in certain parts of the south, like Texas, that can be an issue. So long as a user introduces the appropriate amount of product to fuel ratio, and the product dissolves in the fuel, they will get results. Whether they will be able to notice, much less accurately measure those results (like in the case of the hockey mom) is another story. They're still gonna get those results, but it doesn't matter if they don't realize they're getting those results, and as I said earlier, trying to calculate those mileage increases is more trouble than I'm willing to do. If you're going to sell beautiful watercolour paintings, ...a customer with 20/20 vision might have a better appreciation for the canvas than someone who goes through life with a seeing eye dog.
A trucker can travel as many miles in one day, that it might take the average driver to drive in a month. A trucker can easily cover 500 - 600 miles in a day. If he does a 1500 mile run that normally consumes 300 gallons of fuel, don't you think he's gonna notice it if he completes that same 1500 miles, but it only takes him 200 or 250 gallons of fuel?
And what's the cost to treat that 300 gallons of fuel? $15 dollars worth of product, ...or 1 cent per mile retail.
By investing in a product, that costs him just over 1 penny per mile, he is able to save 50 gallons of fuel.
Can you buy 50 gallons of fuel for $15 dollars? How much would 50 gallons of fuel cost you?
Let me give you 2 different scenarios. The same driver makes two separate identical trips with the same vehicle, under identical weather & road conditions, carrying identical loads, travelling the same speed, using the same driving habits. The only difference is that on one trip, he is NOT using our products, and on the other trip he is. Tell me, in which instance do you believe he has effectively lowered his fuel costs to make the same trip, and saved himself money?
Scenario one: Driver drives 1500 miles from point A - point B, and spends $600
.oo on fuel to get there.
Scenario two: Driver drives 1500 miles from point A - point B, and spends $1,000
.oo on fuel to get there.
