The figures above for friction and attrition analysis pose a question. How does NPS Engine Improvement perform on a modified friction surface at the maximum load? Therefore a test was performed using the four ball shaped apparatus specified by DIN 51350-Part 4. The choice for the test oil was the half synthetic 10W40 engine oil, which was concentrated with 40mg per litre of Nano powder Before starting, the test pieces were put into the test oil for a specific period of time. It started with a test load of 300 N. The test normally ends when the apparatus stops, which results from either the high walk power or the fusion of the test balls. Figure 12 (below) shows the course of the single test stages from 3,600N. Altogether a test area of 300 to 12,000 N could be managed.
It is notable that the VKA apparatus only stopped due to the high walk loads and not due to fusion. After 10 sec there was a steadiness of the friction values in every test. A friction diagram with a sectional view at 10 sec test time was made to show the superior output of NPS Engine Improvement. In that case there is get a critical test point at a force effect of 3,400 N In Fig. 13 (below) the friction coefficient values average around 0.1 for a force effect of 3,200 N. At 3,400 N the friction value increases promptly and shakes out.
The 10W40 oil has a force effect of 3,200 N In practice it is assumed that the aggregate state is not operable.
The formed elastic net structures of NPS Engine Improvement countered the process and balanced out the power charge.At a charge of 12,000N, attrition of the test balls was not shown. Attrition statistical data (DIN 51350-05-E) was also collected. The average scar diameter was measured at 0.45mm. This value is excellent. It is in the range of the lowest attrition / wear (DIN: E=0.46 mm). Values of commercially available products are above and beyond 0.5mm.
NPS Engine Improvement-oil was mixed into the engine and gear oil on a truck running under normal operational conditions. The target was to record results for the power parameters before and after the utilization. The test piece was a two year-old Zetor truck. Figure 18 (below) shows the engine performance for the complete test period. Remarkable is the extreme power movement in the lower rpm range of the engine. Especially as this area is particularly important for the trucks routine operation. After the utilization of NPS Engine Improvement, especially at the lower rpm range, the engine has an average power improvement of 33.1 KW. The truck was used in routine agricultural haulage through the whole time of the trial. This was important, as NPS Engine Improvement demonstrated that the tribological test results can be confirmed in practical experience too.
Similar tests were repeated on a passenger car demonstrating improved power and better compression. The maximum power output of the test passenger car before utilization was at 6,000 rpm. At this point it developed 55.5 KW. After utilization the car had its maximum power at 4,800 rpm with 57.1 KW developed – an improvement of 1.6 KW compared to before in peak power and a reduction in the required RPM to achieve it.
To completely examine NPS Engine Improvement, it is also necessary to evaluate the friction surface The following pictures are from an engine that had run for approx. 80,000 km, but fig. 20 shows the engine having been treated with NPS Engine Improvement. The focus for these tests was concerned with improving power outputs.
On the surfaces of the cylinders its visibly obvious that there is no contamination of the friction surface after using NPS Engine Improvement. Nearly every contamination has been cleaned from the cylinder wall. Before NPS Engine Improvement forms a coat, the surface gets a system-safe cleaning. After that a nano-particular abrasion structure is formed. This special ability of NPS Engine Improvement is also unique; it cleans the friction surface without the use of dissolver. By forming a self-organizing, permanent abrasion wear protection with a dynamic and flexible operation under friction, an output improvement for the aggregate is achieved. This engine test demonstrated an improvement of approx. 30 % through the improvements as a result of the NPS Engine Improvement technology.
The NPS Engine Improvement surface modification and the resulting new mechanical circumstances lead to the evaluation of the qualitative abilities of the lubricants during operation. For engine oil there are standardized indication parameters to confirm the quality of oil. The lubricant load of all contaminates can be measured, this includes the metallic abrasion parameter, the physical oil balance, and the acid and base number. This data can be used to indicate if the oil is bearing up to abrasion or if it has to be changed and renewed. A very significant data indicator in oil abrasion tests is to determine the acid and base number. The acid within the engine oil increases over time due to the products released from combustion. Classic abrasion protection additives protect the surface. The additives achieve this by neutralizing the acids. The output of the oil worsens as the additives are used. A practical application was performed to demonstrate NPS Engine Improvement’s ability to extend oil llifetime in a Cargo vessel. An improvement of the acid capacity by an average of 10% was recorded. The lubrication circuit of a ship engine has to be supplied with fresh oil daily to ensure a good oil balance and also a good quality of oil. But the quality during the launch process cannot be compared with the quality of the daily fresh oil supply. The acid capacity of the lubrication increases by 10%, demonstrating that NPS Engine Improvement does not produce any oil acid product. At the same time the modified surface of the strokes and cylinders mean far fewer combustion products within the lubricant, which is positive for the acid capacity and counters the oil aging process as well as the oil consumption.
