Engine Performance Systems
Saves Gas ·  Saves Money 
Adds Horsepower  ·  Reduces Emissions

The patented Maximizer increases combustion efficiency and provides higher octane performance. By putting a strong, positive charge into the fuel, the fuel burns more completely, and the engine's power is increased. Great for passing emissions tests. Great for passing long lines at the fuel pump.

One of the finest innovations in engine maintenance, the automotive Cooling System Maximizer will dissolve the corrosion and scale build-up in the head, cylinder cooling jackets, radiator, and heater.

It saves costly repairs, and your cooling system is restored to top efficiency. The Maximizer cooling unit is easily attached onto the radiator hose. It never needs replacing since there are no moving parts, and the magnetic field is permanent.

The Maximizer has no moving parts and is easily placed on the fuel line, water hose, and the air intake. It installs in minutes with no cutting or tools required.

The Engine Performance Maximizer increases gas mileage, reduces emissions, and adds horsepower... all with a cooler running engine. Order now and see a list of our customized engine kits for a lifetime of protection and savings.

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, H 2 , HC, NO, x and O 2 .

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

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 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 O 2 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 (CO 2 ) 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® 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":

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 H 2 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 vander 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 O 2 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.