FIELD OF THE INVENTION The present invention relates generally to modified fuels, fuels exhibiting improved combustion efficiency when modified by an effective amount of combustion catalysts. In another aspect the invention relates to formulations of selected oxides of Group IIA and Group IIB metals and organic compounds which when introduced into fuels utilized in internal combustion engines increases efficiency and performance, reduces wear on moving parts, reduces carbon deposits and improves exhaust emissions. In yet another aspect the invention is related to fuel additive combustion catalyst compositions. This invention also relates to compositions which are additive to liquid and solid fuels to improve their combustion properties. The additive compositions of the present invention are applicable to a variety of such fuels, including distillant fuels, residual fuels, coals or cokes, as well as gasolines and diesels and other like hydrocarbon fuels such as jet fuels.

DESCRIPTION OF RELATED ART The use of fuel additives in an internal combustion engine to improve combustion is well known in the art. For example, it is known in that art that a fuel additive containing various metals may reduce soot buildup in an internal combustion engine and thereby improve combustion. Kukin, U. S. Patent No. 3,348,932, for example, discloses a fuel additive containing combinations of various metals designed to effectively reduce soot buildup.

Other fuel additives for improving combustion efficiency of an internal combustion engine and thereby substantially reducing undesirable motor vehicle exhaust emissions as well as fuel consumption levels is offered by Sanders in U. S. Patent No. 5,266,082. The compositions of the'082 Patent are composed of a bicyclic aromatic components selected from the Group consisting of naphthalene, substituted naphthalene, biphenyl, biphenyl derivatives and mixtures thereof, zinc oxide and at least one Group 8-10 metal oxides selected from the Group consisting of iron oxide, copper oxide, cobalt oxide, ruthenium oxide, osmium oxide and palladium oxide, all dispersed in a carrier liquid. In the preferred embodiments, the composition contains a mixture of magnesium oxide, zinc oxide and iron oxide all dispersed in a carrier liquid.

Exhaust emissions from internal combustion engines present serious environmental concerns. Motor vehicle exhaust emission, in particular, present a serious unchecked problem in many large cities These emissions not only contribute to the smog and pollution problems resulting in the silent continual destruction of the ozone layer and may also cause long term health effects due to their potential toxicity. In an attempt to regulate the levels of potentially harmful pollutants in the environment, the Environmental Protection Agency propagated emission standards setting forth acceptable levels of carbon monoxide, nitrogen oxides, particulate matter and hydrocarbons in the exhaust emissions of various classes of motor vehicles.

The hydrocarbon content of vehicle emissions is indicative of the fuel burning efficiency in the engine. The higher the percentage of hydrocarbons (lac) emissions, the lower the level of hydrocarbons burned efficiently. The carbon dioxide (CO,) content of the emissions reflects the combustion efficiency and catalytic action of fuel components in the engine. The higher the carbon dioxide contents, the more efficient the combustive process.

The carbon monoxide (CO) content of the emissions is also indicative of the level of combustion in the engine chamber. A higher level percentage of carbon monoxide in motor vehicle emissions, often caused by lean air to fuel ratio, is indicative of incomplete combustion <BR> <BR> in the engine chamber The high molecular oxygen (0=) content in the emissions can mean a lean fuel to air ratio or fouled plugs. Ideally motor exhaust emissions contain low percentages of hydrocarbons, carbon monoxide and molecular oxygen as well as a high percentage of carbon dioxide.

During the last twenty to thirty years vast sums have been spent in an attempt to improve the gas mileage in modern automobile, truck, tractor and marine engine design and fuel research in an attempt to improve fuel utilization. Attempts have been made to operate the engines with lean fuel air mixtures and lead free gasolines as well as modified diesel and two cycle engine fuels. But the efforts have been slow in producing satisfactory results especially due to the Environmental Protection Agencyl rules which are tightened on the specific amounts and types of emissions permitted from these vehicles Achieving satisfactory

performance by fuel air mixture is not a complete answer in itself, only one of many adjustments which will be required to meet requirements of today and the future as to fuel efficiency utilization and emissions.

Fuel additives have been a major focus in these attempts to increase fuel utilization efficiencies. Clearly, a need exists to create significant reductions of emissions from a variety of fuels. There fuels may comprise for example, any of many grades of hydrocarbons, petroleum products or diesel. The introduction of a fuel additive may occur, for example, in a fuel storage tank or in the fuel line or both. The fuel additive itself may be in the form of a dry powder, a semi-dry paste or a suspension of particulate matter in carrier liquids ; or even a combination of suspension, mulsions and partial solutions. In use, it is believed that a chemical reaction takes place between the fuel additives and the fuel, and that the products of the chemical reaction are traced into the fuel in minute molecular form, thereby not only improving the combustion of the fuel but also reducing the friction of moving parts in contact with the fuel.

Typical fuel modifiers and fuel additives include various organic components such as naphthalene, camphor, taurine and benzoyl alcohol as well as different gasoline fractions. To condition the additive, various alcools and other oxygenated fuel extenders are used in such a way to serve as a fuel substitute resulting in a decreased amount of actual fuel usage especially in the absence of tetraethyl lead and similar other banned additives.

Stringent diese) emission regulations are also being implemented worldwide and in the United States, the 1990 Clean Air Act mandates lowering oxides of nitrogen (NOJ emissions to 4.0 grams per horsepower-hour for the 1998 model year. The future proposals by the U. S.

Environmental Protection Agency call for further reduction of combined (NOJ and hydrocarbon emissions from heavy trucks and busses to 2.5 g/hp-hr for the 2004 model year.

Such reductions will require a combination of new engine technology and economically viable new diesel fuels having lower emissions.

Creating premium gasoline and diesel fuels with performance additives which meet combustion efficiency gda) s as well as the E. P. A. mandates is a continuing challenge which

has not been completely met by the current available market products. Today the use of additives in industrial and other transportation areas is relatively low, and the automotive gasoline and diesel fuel segments will continue to present a strong growth opportunity for additives. However, the additives, for example combustion catalysts must satisfy economic, governmental regulations and the reliability demanded by the public, the producer and the E. P. A. Demand for gasoline and other fuel additives is projected to expand to over ten billion dollars in the year 2000. Also by the year 2000, gains in commodity additives such as oxygenates will nonetheless decelerate since much ofthe legislative driven growth will already have been garnered.

While major additive manufacturers provide a variety of high quality additives developed primarily as lubricants, very few of these additives directly address the combustibility characteristics of fuels. Hence they have had little or no direct impact on fuel consumption, NOX or particulate matter. Instead they increase the amount of smoke and/or other emissions such as hydrocarbons and carbon monoxide-carbon dioxide. There is a continuing need by world energy users, particularly with respect to the internal combustion engine, to find fuel additives, fuel blends, and corresponding engine designs and the like which when combined with properly modified fuels and burned in the internal combustion engine cylinder will provide fuel efficiency as well as a friendly environmental emission systems. In addition these various elements required for the future internal combustion engine performance must be competitive in pricing for the general public to utilize the engine, and the fuel source. As petroleum based-oil fuels diminish due to unavailability and decreased world wide production, combustion efficiency, engine design and the like must be fine tuned and brought to bear in order to fill economic expectations as well as environmental emission standards. Only in this way can the petroleum industry provide the consuming public with continuing fuel availability.

SUMMARY OF THE INVENTION The present invention is directed to fuel additive compositions, the modified fuels resulting from the use of fuel additives, and to processes for improving combustion and substantially reducing hydrocarbon, carbon monoxide and molecular oxygen motor exhaust emissions. Combustion catalysts for internal combustion engine fuels which enhance combustion efficiency by substantial reduction of hydrocarbon and carbon monoxide emissions is achieved by utilization of selected oxides of Group IIA and Group IIB elements provided in effective amounts generally in the form of a suspension when combined with a liquid carrier. In accordance with the present invention the catalyzed or modified fuels contain from about 10 to 200 or 300 or greater ppm of the Group IIA or Group IIB element oxides, tertiary butyl hyperoxides, EMPtm s mixed with the metal catalyst oxides to form various modifications of the catalyst. These catalyst when blended with a carrier and added to a fuel have been found to provide the internal combustion engine with improvement of combustion efficiency and demonstrate that the emissions of such modified fuels meet or exceed E. P. A. standards. The fuel additive composition comprises an effective amount of Group IIA and Group IIB metal oxides selected from the Group consisting of zinc oxide, zinc peroxide, zinc hydroxide, strontium oxide, strontium peroxide, calcium oxide, calcium hydroxide and calcium peroxide.

These metal oxide or metal hydroxides combustion catalysts have reduced particulate size in order to form suspensions with carrier liquids for direct additive to the end user fuel tank or as an addition to larger storage tanks of the distributor and manufacturer. In other aspects these selected Group IIA and Group IIB metal oxides, tertiary butyl hyperoxides, EMPs mixed with the metal catalyst oxides to form various modifications of the catalyst can be inserted or aspirated into the combustion chamber through other means as a dry particulate matter but for most common usage will be applied as a liquid carrier suspension. The liquid carrier suspension of the combustion catalyst is comprised of at least 90% by weight of a carrier liquid selected from a group of hydrocarbons in the kerosene boiling range as well as other components which can be utilized individually or in combination for example, the C1-C3 monohydrate, hydrate, or polyhydrate alcools and mixtures thereof. In addition, various aromatic components such as naphthalene, substituted naphthalene, biphenyl, biphenyl derivatives and mixtures thereof can be utilized as carriers, as well as hosts of hydrocarbon solvents. The choice of liquid

metal oxides include not only the common solvents, but also other compounds whose properties render them suitable as solvents or liquid suspension carriers. Hydrocarbon solvents can be arranged in order of increasing chemical complexity under the following major classes: compounds with one type of characteristic atom or Group (hydroxide compounds, esters, halogenated and the like); and compounds with more than one type of characteristic, atom or Group (ether alcools, amino alcools, esters of keto acids and the like). In addition other liquid carriers which possibly do not meet the definition of solvents can be utilized to form suspensions comprised of these liquid media having small solid particles of the metal oxides more or less uniformly dispersed therethrough. If the particles are small enough to pass through ordinary filters, and do not settle out on standing, the suspensions can be called colloidal suspension, however, various physical forms of the suspension including solvents may have other physical chemistry factors which bear on the stability of the suspension as well. Dispersions and colloidal solutions of metal oxides have in recent times found numerous applications in industry, for example, as fuel oil additives, paints and inks.

It is an object of the present invention to provide a combustion catalyst for internal combustion engine fuels comprising a stable dispersion having a high content of metal oxides.

It is another object of the present invention to provide a combustion catalyst for internal combustion engine fuels which results in fewer emissions and better mileage.

The present invention is also directed to processes for formulating as well as the formulated fuel blends for use in an internal combustion engine comprising providing a hydrocarbon containing fuel for the internal combustion engine and adding to the hydrocarbon containing fuel a fuel additive which is a combustion catalyst comprised of a liquid carrier and selected Group IIA and Group IIB metal oxides (including hydroxides) which when finally divided in particulate size form a suspension with the carrier liquid. In one embodiment the composition contains a zinc oxide, zinc peroxide or zinc hydroxide either blended together or individually or combined with other metal oxides. The additive is added to the hydrocarbon fuel in an amount sufficient to provide a decrease of at least about 50% in hydrocarbon emissions, while substantially reducing the carbon monoxide emission and while increasing carbon dioxide emission from the exhaust system of the internal combustion

engine. Preferably, the additive is added to hydrocarbon fuel in an amount sufficient to provide a decrease in emission from the exhaust system of at least 50% in hydrocarbon, 20% carbon monoxide, and an increase in carbon dioxide emissions when compared to the corresponding emissions from exhaust systems without the inclusion of the additive.

In another aspect the fuel additives provide a method for increasing the cetane number of diesel fuels which results in cleaner burning diesel fuels. The combustion catalyst additives improve cetane and provide economical improvement in cetane which is less expensive than hydro treatment of diesel fuel which lowers the aromatic content of diesel. The combustion catalysts additives according to the invention are chemical cetane improvers and are compounds which at elevated temperatures readily decomposed, and in turn promote the rate of chain initiation, i. e. emission improvement for diesel fuel.

As shown by the following description of the invention, the data contained in the tables and as plotted in the various figures, the combustion catalysts for internal combustion engine fuels which contains a liquid carried, selected oxides of Group IIA and Group IIB clearly demonstrate the modified or catalyzed fuel according to the invention containing effective amounts of the catalysts improves combustion efficiency, reduces hydrocarbon emission, carbon monoxide emissions while in some cases increasing carbon dioxide emissions. The combustion catalyst additives according to the invention are suitable for gasoline internal combustion engines, two cycle internal combustion engines and diesel internal combustion engines all of which give improvements in emissions that meet or exceed E. P. A. standards.

BRIEF DESCRIPTION OF THE FIGURES The graphic presentation of the data contained in the tables are presented in Figures 1 through H however, the figure number and table numbers are not correlated. For a more complete understanding of the present invention and the advantages thereof, references are now made to the following descriptions taken in conjunctioh with the accompanying drawings in which

Figure I presents a comparison of the baseline hydrocarbon emissions for a gasoline engine at idle and at 2000 rpm utilizing regular 86 octane gasoline ; the same gasoline, but with E. M. P. or E. Z. P. additives ; Figure 2 presents a comparison of the baseline carbon monoxide emissions at idle and at 2000 rpm utilizing regular 86 octane gasoline; the same gasoline but with E. M. P. or E. Z. P. additives ; Figure 3 is a comparison of the baseline carbon dioxide emissions at idle and at and at 2000 rpm utilizing regular 86 octane gasoline; the same gasoline but with E. M. P. or E. Z. P. additives; Figure 4 presents a comparison of calculated potential mileage increases for the engine at idle and at and at 2000 rpm utilizing regular 86 octane gasoline ; the same engine and gasoline with E. M. P. or E. Z. P. additives; Figure 5 presents carbon monoxide emissions percent before and after use of zinc hydroxide (ZH) catatysts for both idle and high rpm performance; Figure 6 presents hydrocarbon emissions before and after use of zinc hydroxide (ZH) catalysts drawing two idle comparisons and two high rpm studies ; Figure 7 presents carbon dioxide emissions (percent) before and after use of zinc hydroxide (ZH) catalyst additives; Figure 8 presents carbon monoxide emissions (percent) before and after use of strontium peroxide (STP) catalysts ; Figure 9 presents hydrocarbon emission (ppm) before and after calcium peroxide (CP) additive ; Figure 10 presents carbon monoxide emissions (percent) before and after calcium peroxide (CP) additive at idle and high rpm; Figure 11 presents carbon dioxide emissions reduction with calcium peroxide catalysts drawing three idle speed comparisons and three high rpm comparisons,

DETAILED DESCRIPTION OF THE INVENTION The present invention is directed to fuel additive compositions and processes for improving combustion in internal combustion engines as well as the modified fuels, the result being substantial reductions of potentially hazardous exhaust emissions and mileage. This invention is particularly adapted for reducing the percentages of hydrocarbons, carbon monoxide and molecular oxygen in motor vehicle exhaust emission. Use of the combustion fuel catalyst additive compositions may also result in increased mileage performance as well as an increase in percentage of carbon dioxide in the motor vehicle exhaust emissions. However, with calcium peroxide even the gaseous carbon dioxide emissions are reduced.

FIELD EVALUATION OF THE ADDITIVES EMP" AND EZP IN MOTOR GRADE GASOLINE One combination catalyst has been developed and used as a additive, EnviroMax Plus (EMP). A second combustion catalyst has been developed for fuel additive, modification, EnviroZnPeroxide (EZP). In order to test the effectiveness of these products to reduce undesirable exhaust emission and to enhance fuel economy, the following field study was performed to gather data for statistical analysis. The field study utilized seven vehicles of different models and years of manufacture as presented in Table 1. All but one of the test vehicles had both an oxygen sensor and a catalytic converter as their standard pollution prevention equipment. Regular grade, 86 octane gasoline was purchased from five different local retailers and was randomly used for the vehicles as fuel during the study. The goal was to limit the type of gasoline as a variable in the study.

TABLE I : LIST OF CARS (7) USED IN EMISSIONS TESTS WITH (4) DIFFERENT GASOLINE FUELS YEAR MAKE & MODEL EMISSIONS CONTROL DEVICE 1974 Lincoln Town Car None 1984 Century Buick Catalytic Converter & O Sensor 1986 Toyota Camry Catalytic Converter &°2 Sensor 1987 Toyota Corolla Catalytic Converter & 0, Sensor 1990 Chevrolet Lumina Catalytic Converter & 0, Sensor 1991 Pontiac Lemans Catalytic Converter & O) Sensor VanCatalytic1992Chevrolet Converter & O2 Sensor Gasoline used: Regular 86 octane from Chevron, Fina, Phillips, Shell & Texaco.

EXPERIMENTAL TEST PROCEDURE The test protocol involved sampling the tailpipe emissions of the test cars for four <BR> <BR> different gases: I-IC (hydrocarbons), CO (carbon monoxide), CO, (carbon dioxide) and °2 (oxygen) It was not possible to measure NOX levels in the exhaust with the test sampler used in this study. Of the gases that were sampled, those impacting the environment were of the most concern (HC, CO and CO,). The levels of these three gases in the exhaust were monitored while the engine was running at idle and then at 2000 rpm. The cars were first tested randomly on gasoline as it was received from the retail pump. The data from these tests are given in Table 2. The vehicle used was not recorded so as not to bias subsequent tests. The cars were then refueled, but this time using gasolines and the EMPTM additive.

The combustion catalyst EMP is EnviroMax Plus which is formulated by blending together by weight 40% naphthalene crystals and 60% powdered zinc oxide (particle diameter< I micron). Just enough methanol was added to make a smooth paste. Then 250 grams of this naphthalene-zinc oxide paste was added to 32gallons of solvent mixture. It has also been found that the oxides, peroxides and hydroxides of the Group IIA and Group IIB

metals of the Periodic Table are good catalysts for use with hydrocarbon fuels to reduce gaseous, tailpipe emissions. However, because some of these metals and their oxides are toxic, only a limited number of the Group II elements can actually be used.

In order to prove the catalatic effects of the inventive additives a sample of zinc hydroxide was obtained, along with samples of magnesium peroxide, calcium peroxide, strontium peroxide, and barium peroxide. Tests with zinc peroxide have shown that the peroxides are the preferred form of these potential combustion catalysts; because the metal peroxides can supply additional oxygen for the combustion process within the cylinder of the engine. The more stable, single oxide form of these metals can also act as an oxygen supply, but the available oxygen in the case of the oxide is only one half that of the peroxide.

Similarly, the hydroxides ofthese metals can supply the same amount of oxygen as the metal oxide. However, the hydroxides are attractive because of their lower specific gravity versus that ofthe oxides Typically, the smaller the specific gravity of the additive, the greater will be the amount and stability of the suspensions in the liquid fuel.

Of the Group IIA and Group IIB elements that were tested, the peroxides of zinc, calcium, and strontium were found to be the most effective. Zinc oxide and zinc hydroxide a) so performed we)) However, the other Group IIA and Group IIB elements were either too toxic to be used or too ineffective to be considered as good fuel catalysts. The rejected elements included: beryllium (toxic), magnesium (ineffective), cadmium (toxic), barium (ineffective), mercury (toxic) and radium (toxic).

For emission testing, the oxygen rich Group II elements were suspended in several solvents and the suspension was then added directly to the liquid hydrocarbon fuel. The solvents were blends of ethanol, methanol and VM&P (varnish makers and painters solvent).

Concentrations of the metals suspended in the solvents ranged from about five (5) to about 500 ppm or greater by weight. However, the tests also indicated that the metal oxides could be added directly to the liquid fuel without solvents and still be active catalysts. Finally, the tests also indicated that combinations of the metal oxivies could be used. Thus calcium

peroxide, which was found to be surprisingly effective for the reduction of carbon dioxide, also worked when blended with the zinc oxides.

The solvent mixture contains 5% methanol, 10% ethanol and 85% VMP by volume.

This suspension or solution of solvents is filtered to remove filterable particulate and the filtrate is bottled as the EMPTM product. In addition other catalyst such as zinc peroxide has been found to very effective in use with fuel blends, gasoline, diesel and the like in increasing performance and promoting a cleaner burn. This catalyst product (EZP) is made the same way that EMP is made, except that 2 to 4 grams of zinc peroxide is added to 1 kilogram (32 fluid oz.) of the EMPTM paste, and then added to the solvent mixture. These catalysts are present in the inventive fuel blends in amounts of from about 5 to 10 ppm to about 300 ppm or greater, limited only by separation from suspension. The performance of these catalyst spiked fuels were compared with the performance of a typical consumer gasoline as the baseline. Emission tests were then rerun after a short period of time (10 minutes) to allow equalization and a reasonable expectation that the fuel with the additive had reached the engine. Once again the two different engine speeds (idle and 2,000 rpm) were monitored.

The data for gasoline containing the EMPTM additive are given in Table 3. Finally, the EZP additive was added to the fiel and the same test procedure repeated. However, because EZP represented a new additive formulation, more test replications were run with this fuel mixture.

The data for the gasoline containing the EZP product is given in Table 4.

Also shown in all the tables is a column labeled"% Total Carbon as CO". The values listed under this column represent an estimation of the potential for increased fuel economy.

For example, when carbon in the exhaust appears as CO,, it represents a complete chemical combustion (oxidation) of that part of the carbon originally present in the fuel. The carbon monoxide fraction (CO), however, represents carbon that still has fuel potential for additional combustion. For that matter so does the HC fraction of the exhaust. However, the HC fraction is listed at concentrations of ppm where as the CO is listed as percent. This means that the CO concentration is at least an order of magnitude greater than that of the HC, and hence the CO represents a greater reservoir of untapped chemical energy which went

unburned during its passage through the engine. If the CO in the exhaust would have been completely oxidized to CO,, then a greater fuel economy, i. e. more miles per gallon, would have been realized. Therefore, it was postulated that the percentage of carbon represented as carbon monoxide in the exhaust gases, relative to the total carbon in the exhaust, represented a potential percentage increase in mileage. Thus when the observed CO levels were high, the engine was assumed to be operating with less efficiency, and some fraction of the potential fuel economy was being lost. If the exhaust concentration levels of CO were observed to be low, then the fuel economy was assumed to be near maximum, and the percent levels listed in this column of the tables should approach zero.

This approach to the estimation of lost potential fuel economy is considered to be conservative, however. It is conservative because of the presence of a catalytic converter on all newer cars. The intent of having or requiring a catalytic converter is to assist in a more complete oxidation of all products of incomplete combustion in. the engine's exhaust.

However, since the catalytic converter is installed on the exhaust system after the engine, any combustion that takes place in the converter can not be used in the power producing cycle of the engine. Since all the cars but one in this test had catalytic converters, the exhaust concentrations were actually the combination of combustion reactions in both the engine and in the catalytic converter. Therefore, overall, the catalytic converter primarily reduces the HC levels in the engine exhaust and has little if any effect on CO concentration levels. Hence, by considering as we did that only the carbon in the CO in the exhaust gases represents a measure of lost fuel value, then the predictions of potential fuel economy that are listed in the tables should be conservative.

TABLE 2: BASELINE EMISSIONS OF THREE GASES FOR ENGINES AT IDLE AND AT 2000 RPM Gaseous Component HC (ppm) CO, (%) CO (%) % Total Carbon as CO* All emissions at idle 189.0 12. 77 1. 73 11.9 All emissions at idle 169. 0 6. 64 0. 28 4.0 All emissions at idle 142. 0 14. 02 0. 19 1.3 All emissions at idle 146.0 14. 15 0. 17 1.2 All emissions at idle 178. 0 11. 51 0.47 3.9 All emissions at idle 0. 0 1 1. 48 O. OS 0.4 All emissions at idle 59. 0 2. 49 0. 04 1. 6 All emissions at idle 86. 0 1. 33 0. 83 38.4 Averae Values 124. 6 9. 72 0. 44 7. 1 4. 3 ** All emissions at 2000 rpm 9. 0 12. 36 0. 12 1. 0 All emissions at 2000 rpm 441. 01 6. 52 9. 71 59.8 All emissions at 2000 rpm 129. 0 13 95 0. 11 0.8 All emissions at 2000 rpm 149. 0 13. 33 0. 49 3.5 All emissions at 2000 rpm 0. 0 12. 98 0. 21 1. 6 Average Values 131. 3 12. 08 1. 84 11. 6 (13. 2) ** * %Total Carbon as C was calculated by dividing the CO value by the sum of the CO and CO, values.

** The value in the parentheses was calculated using the averaged values.

'Needed tune up.

TABLE 3 : EMISSIONS OF THREE GASES FOR ENGINES AT IDLE AND AT 2000 RPM WITH EMPT^f (EnviroMax Plus) ADDED TO THE GASOLINE Gaseous Component HC (ppm) CO, (%) CO (%) % Tota) Carbon as CO* All emissions at idle 0.00 13. 35 0. 10 0.7 All emissions at idle 65.0 11. 91 0. 03 0.3 All emissions at idle 234. 0 12. 28 0. 44 3.5 All emissions at idle 0. 00 12. 50 0. 02 0.2 All emissions at idle 77. 0 13. 40 0. 06 0.4 All emissions at idle 484. 0 11. 38 3. 69 24.5 Avera ; e Values 124. 6 12. 58 1. 51 4. 51 10. 72 ** All emissions at 2000 rpm 0.00 13.02 0. 03 0.2 All emissions at 2000 rpm 45. 0 12. 50 0. 08 0.6 All emissions at 2000 rpm 70. 0 13. 04 0. 42 3. 1 All emissions at 2000 rpm 79. 0 12. 49 2. 64 17.4 All emissions at 2000 rl2m 57. 0 14. 00 0, 21 1. 5 All emissions at 2000 rpm 342. 0 11. 82 3. 22 21.4 5 Average Values 84.9 12.90 0.95 6.51 6. 861* * Total Carbon as CO was calculated by dividing the CO value by the sum of the CO and CO, values.

** The value in the parentheses was calculated using the averaged values.

TABLE 4: EMISSIONS OF THREE GASES FOR ENGINES AT IDLE AND AT 2000 RPM WITH EMPTM (EnviroMax Plus) AND EZP (EnviroZn Peroxide) ADDED TO THE GASOLINE Gaseous Component HC (ppm) COL, (%) CO (%) % Total Carbon asCO* A11 emissions at idle 0. 00 12. 07 0. 01 0. 1 All emissions at idle 39. 0 12. 71 0. 07 0. 5 All emissions at idle 12. 0 13. 08 0. 37 2.8 All emissions at idle 0. 00 12. 50 0. 14 1. 1 All emissions at idle 13. 96 0. 04 1. 3 All emissions at idle 0. 00 13. 71 0. 02 0.1 All emissions at idle 37. 0 14. 59 0. 04 0.3 All emissions at idle 31. 0 13. 54 0. 00 0.00 All emissions at idle 28. 0 14. 86 0. 08 0.5 All emissions at idle 33. 0 14. 45 0. 01 0.1 Allemissions at idle 37. 0 13. 16 0. 11 0.8 All emissions at idle 0. 00 12. 87 0. 01 0. 1 All emissions at idle 0. 00 12. 98 0. 02 0.2 All emissions at idle 2. 0 10 46 5. 64 35.0 All emissions at idle 0. 00 12. 06 0. 04 0.3 A11 emissions at idle) 9. 0 12. 71 0. 35 2. 7 All emissions at idle 124.0 13 47 0. 32 2.3 All emissions at idle 139. 0 12. 71 0. 35 0.00 All emissions at idle 124. 0 13. 47 0. 32 2.3 All emissions at idle 20. 0 13. 17 0. 31 2. 3 Averaiye Values 40. 0 13. 80 0. 44 2. 7 3. 1

TABLE 4 : EMISSIONS OF THREE GASES FOR ENGINES AT IDLE AND AT 2000 RPM WITH EMPTM (EnviroMax Plus) AND EZP (EnviroZn Peroxide) ADDED TO THE GASOLINE Gaseous Component HC (ppm) CO, (%) CO (%) % Total Carbon as CO* All emissions at 2000 rpm 19. 0 14. 43 0. 02 0.1 All emissions at 2000 rpm 0. 00 12. 50 0. 08 0.6 All emissions at 2000 rpm 41. 0 13. 46 0. 05 0.4 A11 emissions at 2000 rpm 34. 0 13. 72 0. 01 0. 1 All emissions at 2000 rpm 38.0 12. 85 0. 00 0.00 All emissions at 2000 rpm 26. 0 14. 56 0. 04 0.3 All emissions at 2000 rpm 56. 0 14. 73 0. 01 0. 1 A11 emissions at 2000 rpm 0. 00 13. 64 0. 08 0.6 All emissions at 2000 rpm 0. 00 13. 83 0. 06 0.4 All emissions at 2000 rpm 14. 0 13. 05 0. 03 0.2 All emissions at 2000 rpm 0. 00 12. 17 1. 21 9.0 All emissions at 2000 rpm 0. 00 13. 96 0. 03 0.2 All emissions at 2000 rpm 9. 0 12. 71 0. 46 3. 5 All emissions at 2000 rpm 8. 0 13. 67 0. 34 2 4 All emissions at 2000 rpm 51. 0 12. 17 2. 58 17.5 A11emissions at 2000 rpm 166 0 11. 39 4. 13 26.6 All emissions at 2000 rpm 185. 0 11. 89 3. 83 24.4 All emissions at 2000 rpm 0. 00 13. 33 0. 01 0. 1 All emissions at-2000 rpm 0. 00 13.'13 0. 06 0.4 Average Values 32.35 13. 25 0. 65 4. 4 (4. 69) *t * %Total Carbon as CO was calculated by dividing the CO value by the sum of the CO and CO2 values. value**The in the parentheses was calculated using the averaged vaues.

HC Emissions The data in Table 2 suggests that on average slightly more IIC is emitted at high rpm than at idle engine speeds. However, because of the wide scatter in the data sample, these levels of HC emissions are probably identical. The data in Table 3 suggests that with the addition of EMPTN'to the gasoline, no improvement over that observed for the regular fuel for the average HC emissions at idle. However, the addition of EMPT^'to the gasoline did on average produce a 30-35% decrease in HC emissions at the higher 2,000 rpm. Table 3 shows a drop in the averaged HC concentrations of from 124.6 ppm at idle down to 84.9 ppm at 2,000 rpm. This is significant even in light of the scatter in the data sample. The data in Table 4 suggests that the use of EZP in the fuel was even more successful at reducing HC emissions. With the EZP additive the reduction relative to the regular gasoline occurred both when the car was idling or at the 2,000 rpm level. In both cases the average HC levels consistently dropped into the 30 to 40 ppm range. These low levels, represent on average, a 70% drop in CO emissions when EZP is added to the fuel. This is indeed significant by any measure. Because of variations between individual vehicles only average levels of hydrocarbons in the exhaust emissions for each of the different tests was used to prepare'the graph in Figure 1. This bar graph highlights the significant reduction in HC ieveis.

CO Emissions The third column of data in Table 2 indicates that for averaged CO emissions there is a significant difference between idle speeds and 2,000 rpm when the regular gasoline was used. When the automobile is at idle, CO emissions averaged 0.44%. When the engine was turning at 2,000 rpm the CO emissions jumped to more than four times that level; or 1.84%.

By contrast, the next table, Table 3, shows that the addition of EMPTn'to the fuel resulted in a reversa1 of the averaged CO emissions between idle and 2,000 rpm. In this case, CO emissions dropped from 1. 51% at idle down to 0.95% at 2,000 rpm. Overall, these averaged values indicate that the addition of EMPTM during this test did not significantly reduce the CO concentration levels below those which were observed ut the emissions produced with the regular unleaded gasolirie. However, Table 4 indicates that the addition of EZP to the

gasoline did result in the reduction of the CO concentration level in the exhaust gases: to 0.44% at idle and 0.65% at 2,000 rpm. On average this reduction represents a 50% decrease in CO emissions over those observed for the regular gasoline fuels. These differences in CO emissions for all the tests are depicted by the bar graph in Figure 2.

CO Emissions Whenever the HC and CO emission levels are reduced in any combustion process, then the carbon dioxide emission should increase: that is unless the additional CO2 which is being produced is also in some way being removed. The potential chemical reactions that are possible with the ingredients in EMPTN'and EZP suggest that this could be the case : i. e. that the carbon is removed as a carbonate rather than being emitted as carbon dioxide. The data <BR> <BR> <BR> in Tables 2,3 and 4 suggest that indeed the addition of EMPTM and EZP do increase the averaged percent emissions of CO, over those measured for the regular gasoline alone. An average, base level of 10.2% carbon dioxide was recorded for the tests with just regular gasoline. The averaged CO, level was observed to increase to 12.7% when EMPTM was added to the gasoline, and then rose to an additional averaged value of 13.5% when the EZP was added It should be noted that the maximum CO2 concentration (on a dry basis) for combustion of a saturated, paraffin hydrocarbon using stoichiometric air is approximately 14.5%: This theoretical level rises to 15% for naphthionic hydrocarbons and to 17% for aromatic hydrocarbon fuels. In the experimental tests excess air is typically used. Under such lean burning conditions, the theoretically predicted percentages of CO, in the exhaust (14.5%, 15% and 17%) should be reduced in the direction of the 13.5% level which was measured.

Hence, we have concluded that while the use of EMPTM and EZP as additives to gasoline do not reduce the emissions of the"greenhouse"carbon dioxide from internal combustion engines, both additives can reduce the levels of HC and CO in automobile emissions by increasing the level of combustion of the fuel. The bar graph in Figure 3 substantiates this by depicting the increases in carbon dioxide emissions when the additives were utilized.

Reductions of the magnitudes observed in this study for fiC and CO would be significant to

improvements being sought to air pollution problems in which HC, CO and NOX together with UV, can trigger serious health problems in highly congested population areas.

% Total Carbon as CO As mentioned earlier, any increase in vehicle fuel economy should be directly aligned with an overall decrease in vehicle emissions per mile of travel. Thus the last column in Tables 2,3 and 4 was generated in an attempt by the investigators to tie any decrease in the CO emissions to a potential percentage increase in fuel economy. This hypothesis is based on the assumption that EMPT^'and EZP are both active in the combustion process in the engine; and both are not just assisting the reactions taking place in the catalytic converter.

This assumption is also based in part on hearsay reports from users of both products : that the mileage on their cars increased when the additives were being used. The increases in mileage were reported by customers to range from 3% up to 30%. The data in Tables 2,3 and 4 suggest that on average a 4% increase in mileage is very probable when ENIPTM is utilized and an averaged 6% increase in mileage would be realized with the use of EZP. The higher potential increases in fuel economy would be possible only when an automobile is not kept well tuned and combustion within the engine is incomplete. Of the seven vehicles in this study, at least one was found to be in need of a tune-up. Hence, with a proper tune and the use of EMPTM or EZP, the operator of that car might realize a step improvement in their fuel economy of greater than 0%.

This limited field test has demonstrated the very significant potential derived from the use of the additives EMPTn'and EZP in gasoline to reduce undesirable emissions of hydrocarbons (IIC) and carbon monoxide (CO). Even though the data were scattered, this conclusion was reached based on comparisons between the averaged values of emissions from seven different cars fueled from five different retail gasoline sources. The study also concludes that these undesirable polluants can be reduced with a simultaneous increase in fuel economy. This means that the emissions of HC and CO per mile of travel will be even more enhanced and harmful pollution further reduced.

TABLE 5: EMISSIONS OF THREE GASES FOR ENGINES AT IDLE AND AT 2000 RPM WITH ONLY EZP (EnviroZn Peroxide) ADDED TO TEXACO BRAND REGULAR 86 OCTANE GASOLINE Gaseous Component HC (ppm) CO2 (%) CO (%) % Total Carbon as CO** All emissions at idle 0. 00 13. 41 0. 08 0.6 All emissions at idle 34.0 13. 18 0. 16 1.2 All emissions at idle 64.0 12. 75 0. 30 2. 3 All emissions at idle 43.0* 13. 54 0. 73 5. 1* All emissions at idle 0. 00 13. 62 0. 04 0 3 All emissions at idle 0. 00 13. 41 0. 24 1.8 Avera ; e Values 27. 0 13. 29 0. 33 1. 7 Average Values 27. 0 13 29 0 33 1 7 All emissions at 2000 rpm 8. 0 13. 35 0. 33 2.4 All emissions at 2000 rpm 0. 00 12. 47 0. 58 4 4 All emissions at 2000 rpm 8. 0* 13. 64 1. 26 8.5* Averaee Values 10. 0 13. 15 0. 51 3. 6 The data in Table 5 were collecte on four different automobiles. The fuel in each case was Texaco regular unlcaded 86 octane gasoline obtained from a retail outlet. The EZP additive was mixed with the gasoline, and the tail pipe emissions were measured after sufficient time to assure that the mixture had reached the engine. Only one of the four cars which were tested did not have an oxygen sensor nor a catalytic converter. The data for this older model car are highlighted with an aslerisk in Table 5. It is interesting to note that the addition of the EZP additive can in some cases result in lower emissions than produced by exhaust abatement equipment on new cars: this surprising condition usually arises whenever the new car is not property tuned and the older car is.

** Total Carbon as CO was calculated by dividing thc CO valuc by the sum of the CO and CO2 values.

SUSPENDED FUEL CATALYSTS Data were collecte as a result of field studies on twelve different used cars. These cars had never been exposed to catalyst products, and the study represents a one time testing only. In every case, the cars were fueled with regular gasoline. The tailpipe emissions were <BR> <BR> <BR> <BR> then recorded with a Sun, four gas analyzer, (HC, CO, CO2 and °2) These data were taken while the cars were stationary : first with the engine running at idle, and then with it running at 2000 rpm. The test samples of the peroxides, oxides, or hydroxides of the selected Group II elements (suspended in ethanol) were then added to the fuel in the gas tank of the car. The cars were then driven for 16 miles and a retest of the tailpipe emissions was performed. The Figures 5-11 show the emission levels before and after the addition of the suspended catalysts.

EXPECTED RESULTS Earlier work with zinc oxide and zinc peroxide indicated that these two additives, when suspended in fuels, crated conditions which produce a more complete combustion of the fuel in internal combustion engines. It was suspected that other Group II elements in the Periodic Table might also exhibit such behavior. If the oxides of these other elements were successfiil; then the like with the zinc catalyst, the hydrocarbon and carbon monoxide levels in the exhaust emissions should go down while the carbon dioxide levels in the exhaust increased. This outcome is assumed to be indicative of a more complete combustion of the fuel. Figures 5 through 11 show the results of the successful test which were observed. If there were no changes in the gaseous emission levels, these data were recorded but not plotted. However, the negative results are noted in the preceding summary. However, with calcium peroxide, the carbon dioxide levels in the exhaust emission sometimes went down instead of up. This was attributed to the reaction between calcium oxide with carbon dioxide, produced during combustion, to form calcium carbonate. Hence, a blend of calcium peroxide with zinc peroxide might be used to substantially eliminate most of the harmful and greenhouse gaseous emissions from automobiles.

Figure 5 : Tests performed with zinc hydroxide (ZH) suspended in ethanol and added to the regular gasoline in the tank. Car (1) was an Olds Cierra with 99, 389 miles. Car (2) was a 1994 Chevy Pickup with 104,250 miles. Except for car (1) at high rpm, the zinc hydroxide produced a substantial decrease in the carbon monoxide levels in the exhaust emission. The anomaly observed with car (1) at high rpm should disappear after the car is driven greater distances on the ZH fuel catalyst additive.

Figure 6 : Tests performed with zinc hydroxide (ZH) suspended in ethanol and added to the regular gasoline in the tank. Car (l) was an Olds Cierra with 99,389 miles. Car (2) was a 1994 Chevy Pickup with 104,250 miles. In this case except for car (2) at high rpm, the zinc hydroxide produced a substantial decrease in the hydrocarbon levels in the exhaust emission. The anomaly observed with car (2) should disappear after the car is driven greater distances on the ZH fuel catalyst additive. As with the carbon monoxide, this HC anomaly is a transient condition which persists until carbon deposits in the engine have been oxidized by the catalyst.

Figure 7: Tests performed with zinc hydroxide (ZH) suspended in ethanol and added to the regular gasoline in the tank. Car (1) was an Olds Cierra with 99,389 miles. Car (2) was a 1994 Chevy Pickup with 104,250 miles. In this test the zinc hydroxide produced either no change or a slight increase in the carbon dioxide levels in the exhaust emission. The anomaly may disappear after the car is driven greater distances on the ZH fuel catalyst additive. However, with carbon dioxide the levels can actually decrease if zinc carbonates are formed.

Figure 8: Tests performed with strontium peroxide (StP) suspended in ethanol and added to the regular gasoline in the tank. The test car was a 1994 Chevrolet Suburban with 102,622 miles. In this test the StrP produced a substantial change in the carbon monoxide level only at high rpm. There were minimal or no change in other gases.

Figure 9 : Tests performed with a combination of zinc peroxide and calcium peroxide suspended in ethanol and added to the regular gasoline in the tank. The test car was a 1994

Chevrolet Pickup with 161,026 miles. In this test the mixed peroxides produced significant reductions of hydrocarbon emissions.

Figure 10: Tests performed with a combination of zinc peroxide and calcium peroxide suspended in ethanol and added to the regular gasoline in the tank. The test car was a 1994 Chevrolet Pickup with 161,026 miles. In this test the mixed peroxides produced anomalous results in CO emissions.

Figure 11: Tests performed with calcium peroxide (CP) suspended in ethanol and added to the regular gasoline in the tank. Here the test car (1) was a 1990 Pontiac Grand Prix with 63,918 miles. Test car (2) was a 1987 Dodge Pickup with 188,595 miles. Car (3) was a 1988 Honda Accord with 85,271 miles. In these tests the calcium peroxide produced consistent reductions in CO, emissions.

Figure 12: Test were performed on the Dodge Ram 200 Cummins Turbo Diesel before and after catalyst with 4 test being illustrated first being Test &num I with no EMD added, Test &num 2 adding EMD after ten minutes and Test #3 adding EMD after 1 hour. Test #4 was EMD. Each test showed three runs using low rpm and high rpm respective for carbon monoxide NO and N02. Again this was the same Ram 250 Cummins Turbo Diesel using diesel fuel.

Figure 13: Illustrates a comparative study using EMA recommended premium diesel standards and Enviro Max diesel fuel catalyst (EMD). The graphs show flashpoint and degrees F, cloud point, cetane number and lubricity for the four different fuel blends including EMA FQP&num 1 and EMA FQP#2, a baseline diesel and diesel plus EMD. EMD is one of the additives as defined by this application for being part of the invention. Therefore, diesel plus EMD is a modified fuel.

Figure 14: Illustrates a ; comparison of carbon dioxide emissions at idle and 2000 rpm using a baseline EMP"'and EZP according to the invention. The same Dodge 250 Cummins

Diesel was utilized for the test. As can be seen, the carbon monoxide was reduced from base levels, levels using EMP"4 to the lowest test results of a fuei modified the EMP"'and EZP.

Such a reduction in carbon monoxide emissions is desirable both at idle and running speed.

Figure 15: Illustrates a comparison of carbon monoxide emissions at idle and 2,000 rpm using baseline, EMP'", and EZP.

Figure 16: Illustrates a comparison of hydrocarbon emissions at idle and 2000 RPM using a baseline, EZP, and EMP; using the same Dodge 250 Cummins engine for these test.

Hydrocarbon emissions are the least when using the additive in most cases at least 50% reduction or greater.

Figure 17: Illustrates a comparison of coal carbon emissions at idle and 2000 rpm using a baseline EMP and EZP are shown. The carbon percent for the EMP"'and the EZP is the smallest of the three groups when using EMP and EZP additives.

Figure 18: Illustrates a NO/NO2 ratio using pemex diesel and EMD. The pemex diesel and EMD evaluations were lower for NO/NO2 ppm than any of the baseline test.

Figure 19: Illustrates a carbon monoxide emission using pemex diesel and EMD. The diesel and EMD provided CO/ppm which were less in every case than the two baseline test.

Figure 20: Illustrates for the same diesel Dodge pickup particle matter emission using pemex diesel and EMD versus two different baselines. After sufficient pemex diesel and EMD was run through the vehicle, significant reduction in particle matter emission was achieved.

Figure 21: The international 7.3 liter diesel (VVT72P) showed a significant increase in fuel economy (MPG) using either TBH or TBH plus EM PTM or TBH, EMP'"and EZP. A baseline with no additive achieved 8.51 miles per gallon while the best additive being TBH and t EMP achieved 11.21 miles per gallon.

Figure 22: Illustrates a GMC 6.6 liter diesel truck (PAN1768) achieved a maximum

11.48 miles per gallon for 38.15 increase over a baseline where no additive was added to the fuel in Test 1. Test 2 showed a reduction using TBH. Test 3 showed a similar or greater reduction using only TBH in the fuel. However, Test 4 using TBH/EMP in Test 5 TBH, EMP and EZP showed significant increases of 26.35 % increase in miles per gallon or 38.15 % increase per miles per gallon.

PROPERTY EVALUATIONS FOR GASOLINE WITH THE ADDITIVE EMPT OR EZP Because the practice of refining crude oil to produce and improve the quality of motor gasoline has been extensively developed over the last several decades, a number of standard tests to measure quality have evolved. These tests have become routine to the extent that they have received ASTM designations and/or, in the case of corrosion, the test have been sanctioned by NACE (National Association of Corrosion Engineers). Since the additives EMP and EZP are added to motor fuels as a means decreasing emissions and increasing engine performance, it seemed appropriate to subject blends of gasoline and diesel with EMP"'and EZP to several of the more common laboratory tests. Core Laboratories of Houston, Texas was selected as an independent laboratory and requested to perform the ten tests listed in Table 6.

TABLE 6: ANALYTICAL GASOLINE PROPERTY TESTS TEST DESCRIPTION TEST A. Fuel Ash Content ASTM-D-482 B. Heat of Combustion ASTM-D-24 C. Particulate Matter ASTM-D-2276 D. Fire and Flash Point ASTM-D-92 E. Ried Vapor Pressure (RVP) ASTM-D-191 EPA Equation F. Peroxide Content ASTM-D-3703 G Corrosion NACE TM-01-75-86 H. Research Octane Number ASTM-D-2699 1. Research Cetane Number ASTM-D-613 J. Distillation-Engler (atmospheric) ASTM-D-86 The attached data sheets and graphs give core laboratory's finding from these ten tests. Their results are summarized here. It should be kept in mind that the active ingredients in both EMPTM and EZP are solid particulate matter which has been suspended in selected solvents prior to addition to the liquid fuel. By design the concentration of suspended solids should not exceed 10 ppm. In fact the"particulate matter"test (ASTM-D-2276) indicates that there was only I to 2 mg per liter (ppm) in the gasoline sample which were tested.

Regular, pump grade gasoline by comparison was shown to have concentration of particulate matter of less than 0.1 mg per liter.

Because the additives represent such a small fraction of the fuel blend, the property of"fuel ash content"by ASTM-D-482, and the"fire and flash point"characteristics by ASTM-D-92 of the pump grade gasoline were found to be unaffected by either additive.

However, both of the additives appear to decrease the"heat of combustion"level for the fuel by 1 %. The change in this property, which is indicative of the energy content of the gasoline, may not be significant overall if the particulate catalysts actually provide more complete

combustion in the engine. Other tests on the gaseous emissions from engines with fuels containing EMPT"'and EZP appear to confirm that more complete combustion of the fuel does in fact occur when the additives are present.

With respect to the Ried Vapor Pressure (ASTM-D-5191), the EZP product caused and increase of just over 7% in RVP, while the EMP produced no change at all. Generally, the lower the RVP the less volatile the fuel, and the lower the amount of fugitive emissions of hydrocarbons form the fuel. The EZP also produced much higher levels of peroxide in the tested gasoline blends in which EZP was used. This was not unexpected; since EZP technology is based on the use of a peroxide as a catalyst. The only major concern with peroxides in the fuel is that any cracked fractions of the gasoline (unsaturated aliphatic hydrocarbons) may polymerize and form resin deposits. However, these same peroxides in an aromatic based fuel can help open the aromatic ring structures and prevent carbon deposit formation in the engine. Hence, EMP and EZP might be tailored for different types of fuels; if the fuel analysis is known.

The EMPTN'product also appeared to be more effective at increasing"research octane"and"research cetane"levels of the fuels in which were tested. It is still not understood as to how or why this increase takes place. Moreover, the increase generated by the use of EMP did not occur with the higher, premium octane grades of gasoline. This might imply that the solvents used with EMPTM and EZP produce the observed octane and cetane increases.

Finally, the addition of EMP and EZP to regular U. S., pump grade gasoline does not appear to change the ASTM-D-86 distillation test. However, the Pemex regular grade gasoline had a flattened area over the range of 20% and 50% distillation. This flatten area was removed by the addition of EMP and EZP to a more favorable linear increase. This change implies that the Pemex gasoline should perform better in the engine when EMP or EZP is added.

TABLE 7ANALYTICAL TESTS ON EMPTM AND EZP WITH GASOLINE FUEL ASH CONTENT-ASTM-D-482 1. Standard Gasoline Sample (SGS) 87 Octane. <0.001 wt % at 775°C EMPTM<0.001wt%at775°CSGS+ 3. SGS + EZP <0.001 wt % at 775°C Conclusion: At the present addition rate of EMP and EZP to gasoline there is no effect on the fuel ash content as measured by ASTM D-482.

HEAT OF COMBUSTION-ASTM D-24 (87Octane)19.889Btu/LB1.SGS 2. EMPTM19.729Btu/LB+ 3. SGS 19,757Btu/LBEZP Conclusion : At the present addition rate of EMPTM and EZP to gasoline, the heat of combustion as measured by ASTM D-240 is reduced by less than 1.0%. This is probably due in part to a dilution effect by the additive and should not be of serious consequences.

PARTICULATE MATTER ASTM D-2276 1. SGS mg/liter0.1 2. SGS + EMPTM 1 5 m (liter 3. EZP1.0mg/liter+ Conclusion: As expected the addition of EMPTM and EZP to gasoline increases the particulate matter in gasoline as determined by ASTM D-2276 by a few ppm. This is a measure of the amount of solid catalyst that is being used in the liquid fuel.

FIRE AND ASTM-D92POINT 1. SGS + EMPTM < 20°F 2. SGS + EZP < 20°F Conclusion : The addition of and EZP to gasoline at the current amount does not change the flash and fire point of the gasoline as measured by ASTM D-92.

TABLE 7: CONTINUE RIED VAPOR PRESSURE RVP ASTM-5191 EPA EOUATION 1. SGS 6. 22 psi 2. 3.0mlEMPTM6.21psi+ 3. 3.0mlEZP6.69psi+ Conclusion : The addition of EMP to gasoline does not affect the Ried Vapor Pressure of the gasoline at the present dilution rate. However, the addition of EZP will increase the Ried Vapor Pressure slightly. In general the lower the Ried Vapor Pressure the less loss of hydrocarbons to the atmosphere. Some oxygenates (alcool) when added to gasoline will raise the RVP.

PEROXTDE CONTENT ASTM-D-3703 1. 1.5mlEZP3.7ppmbyweight+ 2. SGS + 2 5 ml EZP 4 6 ppm by weight 3. 3.5mlEZP5.1ppmbyweight+ Conclusion: As expected the addition of EZP to gasoline causes an increase in the peroxide content of the fuel as measured by the ASTM D-3703 procedure. While the presence of the peroxide can enhance the combustion process, it may also produce polymerization and gum formation in unsaturated (cracked) components of the fuel. [The presence of peroxide also provides a convenient marker for patent infringement.] CORROSION TM-01-75- 1. SGS D 75% 2. + TM +EZPC30%3.SGS +2mlEMPTMB25%4.SGS 5. SGS + 2 ml EZP C 50% B+<5%6.Pemex +2mlEMPTMB+<5%7.Pemex + ° Conclusion : It would appear that the addition of and EZP to gasoline either does not effect corrosion characteristics of the fuel or it improves them.

TABLE 7 : CONTINUED RESEARCH OCTANE NUMBER ASTM D-2699 1. SGS (87 pump octane) 91. 4 2. SGS + EMPTM 91. 7 3. SGS + EZP 91. 6 4.Pemex # 1 91. 2 5.Pemex #1 + 4 ml EZP 91. 4 6.Pemex #2 97. 2 7. Pemex #2 + 4 ml EMPTM 97.2 8.Pemex #2 + 4 ml EZP __ 97. 2 Conclusion : The addition of EMPTM and EZP to"regular"gasoline may improve the octane number, but only very slightly at the current levels of addition. EMPT"'and EZP had no effect on the octane rating of the"premium"fuels.

RESEARCH Cetane NUMBER ASTM D-613 1 Diesel 46. 0 2. Diesel + 8 ml EMPTM 46.6 3. Diesel +8 ml EZP 46. 2 4. Pemex Diesel 52. 5 5. Pemex Diesel + 8 ml EMPTM 52.8 6. Pemex Diesel + 8 ml EZP 52.5 Conclusion : It would appear that EMPTM but not EZP is capable of increasing the Cetane number ever so slightly at the present addition rates when Cetane is measured by this ASTM procedure.

The above data while being inconclusive should further be compared with cetane ASTM D-613 analysis of commercially available diesel which gave a cetane number of 47.6.

The same diesel fuel utilizing ZP (zinc peroxide) and TP8 (tertary butyl hydroperoxide) raised the cetane number to 63.7. In addition, a second commercially available diesel sample treated with zinc peroxide and tertary butyl hydroperoxide provided a cetane number of 73.1. These tests clearly indicate that the combinations in zinc peroxide and an organic peroxide as an additive to diesel yield substantial increases in cetane which is most desirable. In addition, Pemex diesel without additive provided a cetane number of 51.0 and yet when provided with

an additive of zinc peroxide and tertary butyl hydroperoxide yielded a cetane number of 73.1. Clearly the combination of a metal oxide additive with an organic peroxide utilized in combination with commercially available diesel supply increases cetane numbers substantially as much as 53%.

STUDIES OF FILTERS A Ford Econoline E350 Diesel Van was used to test the effectiveness of fuel additive ZP for reduction of particulate emissions. This vehicle had approximately 63,000 miles on its odometer and a thirty gallon fuel tank. The van's gas tank was filled with commercial, pump-grade diesel fuel from a local Lubbock, Texas retail outlet. The Van was driven in normal street traflic to warm up the engine. Following this warm up period, the particulate exhaust emissions from the tailpipe were captured with a high volumetric filter at an isokinetic air velocity. The particulate matter was first captured at an idle engine speed and then again at a high engine rpm. However, the Van was stationary at all times during these tests.

Once these background data had been collected, the ZP fuel additive was added to the Van's fuel tank. The additive consisted of 8 ounces of an ethanol carrier containing the zinc peroxide (ZP) catalyst at a concentration of 200 ppm. The Van was again driven in city traffic for fifteen minutes to make sure that the additive and the fuel were reasonably well blended. After this stabilization period the particulate matter in the exhaust was again sampled at the isokinetic air velocities associated with idle (30 mph) and high (60 mph) rpm engine speeds.

The filters used in these tests were 8"x 11"sheets of Whatman No. 1882-866. These filters consist of random mats of pure borosilicate glass fibers which enable detailed chemical analysis of trace polluants with minimal interference and background. The filters have been heat treated to remove any residual organic traces and are rated at a 99.99% efficiency for DOP 0.3 micron sized particles. The filters were especially developed for high volume air sampling of atmospheric particles and aerosols and are aproved by EPA.

Microscopy The test filters with the exhaust debris attached were sent to SemTech, Inc. For microscopy analysis. Each filter had a 3/8-inch diameter sample cut from a random location on the filter. These samples were then mounted with carbon tape on individual stubs with the appropriate side up and examined at 400X to 600X. Particle sizing, energy dispersive X-ray analysis spectra (EDX), and scanning electron microscopy (SEM) were performed on each sample. The specific instrument used for these measurements was an Hitachi S-2460N Scanning Electron Microscope interfaced with a calibrated NORAN Voyager III X-ray/image analysis system.

The data from the microscopy studies were reduced to indicate the number of particles per square mm of the filter surface captured during a thirty minute test. Several individual particles were also analyzed for chemical composition. The average length to width ratio of the particles was also determined, and these are also shown in Table 8. This table indicates that the use of the additive generated a 60% reduction in the numbers of particles in the exhaust for an idle engine rpm and a 30% reduction at high rpm. The L/W ratio indicated that the particles produced prior to the additive had higher aspect ratios indicative of rod or stick like shapes, while the particles produced after the additive was used were more spherical or elliptical in shape. As expected, the high engine rpm levels with the higher isokinetic velocities always produced more particles on the filter surfaces which were skewed towards larger average particle sizes.

TABLE 8: PARTICLE COUNT PER (mm2) FOR A TEST PERIOD OF THIRTY MINUTES AND AN AVERAGE L/W RATIO FOR PARTICLES SELECTED AT RANDOM ON THE FILTER SURFACE TEST CONDITIONS PARTICLES/fmmL/W RATIO Low rpm and no additive 2483 28.4 High rpm and no additive 4584 10.5 Low rpm and with additive 1044 1. 4 Hi h r m and with additive 3047 1 7 For comparison purposes, the following data were collecte from an'89 Chevy Pickup with a 350 cubic inch engine, 76,000 miles, and fueled with regular unleaded gasoline. TEST CONDITIONS RATIOL/W Low rpm and no additive 60 5.0 High rpm and no additive 79 2.3 Low rpm and with additive 119 2 1 High 5 In both cases, with and without the additive, the particles were found to consist primarily of oxides and other minerals of iron, sulfur, phosphorous, and copper. These elements are common to the additives used in diesel fuels, or to the metallurgy of the engine.

For example, sulfur and phosphorous can be found in the fuel, while iron and copper are common wear metals from engine components. Another study has shown that the use of the ZP additive can reduce the amount of wear metals formed during engine operation while the levels of sulphur and phosphorous remain dependent on the fuel being used.

Finally, as noted above, the lower engine rpms produced particles with smaller size distributions, while the exhaust velocities at the higher rpms were capable of sweeping more and larger sized particles out of the exhaust system. This is a kinetic energy effect in which more and larger particles are entrained and translated at the higher velocity. Also shown in Table 8 for comparison purposes are the same types of data taken from a vehicle fueled on regular unleaded gasoline. In this case the numbers of particles are greatly reduced for gasoline versus diesel, and the additive was found to actually add to the particulate emissions at low rpm engine speeds.

TABLE 9: CHRONOLOGY OF TESTS ON'89 CHEVROLET PICKUP I 350 ENGINE STARTING MILEAGE: 74,000 FUEL: SHELL 90 OCTANE Day (0) Initial readings at idle (460 rpm) and at 1600 rpm for static conditions with a commercial Sun four gas analyzer. This unit was used in all the tailpipe gas samples taken during this study. Day (0) EZP was added and the car driven on city streets for fifteen minutes prior +15 minutes to sampling the tailpipe gases with the Sun analyzer. Day (3) Two new readings were taken. No new fuel had been added and no new EZP had been added. Day (5) Fuel added but no new EZP. Readings taken on sun analyzer. Day (12) Fuel and EZP added. Readings taken on Sun analyzer. Day (18) Fuel added but switch to CP. Readings taken on Sun analyzer. Day (21) Still on CP with each fuel change. Day (25) Still on CP with each fuel change. Mileage is now at 75, 260 miles.

ANALYSIS OF FILTER SAMPLES Nine other samples were glass fiber filters identified as &num 1-&num 8 and E520. Elemental analysis and the size distribution were to be performed on a random selection of particulates on the filters.

METHOD OF INVESTIGATION Scanning Electron Microscopy (SEM) and Energy Dispersive X-ray analysis (EDX) were performed using a Hitachi S-2460N Scanning Electron Microscope interfaced with a Noran Voyager III X-ray/image analysis system. The microscope and the NORAN voyager

III system were calibrated prior to particle size measurement. The results of the particle size measurements were tabulated and plotted using an Excel spreadsheet.

DETAILS OF INVESTIGATION The samples 1-8 and E520 were examined for the constituent elements of particulates on the glass fiber filters. Each of the nine filter samples had one 3/8-inch diameter pieces taken randomly from the filter. Samples were mounted with carbon tape on individual stubs with the appropriate side up. Each specimen was examined at 400X-600X. The area of the field was calculated according to the magnification used. Particle sizing and EDX spectra were made of 10 to 20 fields in each of the nine samples. Table 10 shows the elements present in particulates found on the respective 9 filters. The last entry are the background elemental constituents of an unused, clean area on a glass fiber filter.

ELEMENTSTABLE10 PRESENT IN PARTICULATES Fillel C O Mg A1 Si K Ca Na S Fe Cu Ct P Ti Zn Mo x x x 2 g'0 i-g"''l ;-""''"''l-l-g....-X X X 3 XXX XXX 2 T i 0 0 0 1--. g X X X x x x x x x x x : x x x x x x : x x x x x x x x x 5 0 r ffi ;-E- » f f X X X X X X L... .-i.. ,"..,--_ _ 6i 3 0 0-X-00lX0 t 0 0X X X X7 iXf X--l X $ 0-$ 0 0X X X X80 vg-iXtXgy Ng} Xrilter ; :' : ; C=carbon, O=oxygen, Mg=magnesium, Al=aluminum, Si=silicon, K=potassium, Ca=calcium, Na=sodium, S=sulfur, Fe=iron, Cu=copper, Cl=chloride, P=phosphorus, Ti=titanium, Zn=zinc and MO=molybdenum The shaded area in Table 10 are elements found in the glass fiber filter. In order to distinguish these background elements from the particulates found on the filter, each spectra collecte had the background elements'peaks subtracted form each EDX spectrum to the degree consistent with the amount found in background control spectzm. The remaining peaks, even elements previously identified as background elements, are a true depiction of the constituent elements of a particulate.

Particulate size distribution was determined using the Noran Voyager image analysis software. Images were converted to a binary format and then adjusted so that only the particulate binary images remained. The software then determined the area, length, and width dimensions of the particulates. This process was followedl for images from all filters. Table 11 shows the averages for each of the nine Groups.

TABLE 11: AVERAGES LengthWidthActualTestAreaParticlesParticlesL/WSampleArea (um)Count(um2)(mm2)(cm2)Ratio(um2)(um) E520b 4G. 91 8. 30 4. 58 37 12886 2871 287133 I. 8 Filter 1 21. 69 18. 40 3. 69 23 393920 60 5992 5.0 3.433.531.55536702177979082.3Filter2 4.3917.160.613212886248324833228.4Filter3 Filter4 19. 25 27. 75 2. 64 44 57573 764 76425 10. 5 2.271.951.371057573174173691.4Filter5 4.043.101.9261340434544761.6Filter6 Filter3.591.7512100533119119362.14.42 Filter2.771.6451100533507507301.73.91 TABLE 12: ENGINE MOTOR OIL ANALYSIS OF METAL IONS DescriptionOFMETALION(ppm)CONCENTRATION oil being tested Zn Cu Fe N i Mn Sn Cd Cr New low40 Oil* 3.9 0.6 4. 1 0.7 0.3 2.0 0.00 0.9 Used Oil* w/o M 367. 2 141.6 361.4 2.9 4.1 2.3 0.6 9.6 (after 3, () 00 miles) Used Oil* w/EMl''M (after 3, 000 miles) 190.8 47. 4 194.7 0. 8 2.1 4. 1 0.5 5.0 * All tests wcre perfonned on a 1991 Chevrolet Pickup, gasoline cngine, with 127,213 miles on the odomcter at the end of the test. The oil in evcry case was Havoline I Ov30 motor oil.

The data of Table 12 indicates that new oil is relatively clean. Of the eight (8) metals examined in the test, zinc, copper and iron appear to be the biggest contributors to contaminated oil. However as can be seen the iron contamination is reduced substantially through the use of E. M. P. after 3000 miles as is zinc and copper. Differences in oils, equipment, locations and operations prohibit a simple guideline for establishing where metal

limits will fall. However, significant increased Tfom one sample to the next of five (5) to ten (10) ppm or 100%, whichever is greater, should prompt concern. One should also be reminded that zinc is considered to be an antiwear additive and is typically utilized in the industry as an additive for lubrication purposes. On the other hand, most iron complex particulate material is generally quite hard (used as a polishing powder) and creates wear problems through its presence in the lubricating oil.

Outboard marine two cycle engines were tested utilizing EnviroMax Plus fuel catalyst.

The initial deposit results of a small 9.9 horsepower, two stroke outboard engine utilizing EMP additive were most encouraging. After four (4) hours of engine service utilizing oil-gasoline blend, treated with EMP at the rate of one (1) fluid ounce per five (5) gallons of blend fuel, the combustion chambers of the two cycle engines as well as piston tops of the two cycle engine which was a used engine at the beginning, were cleaner and drier. The exhaust system was clean and dry with the complete disapperance of the normally oily deposits. The combustion catalyst additives in accordance with the present invention were most suitable for enhancing cleaner burn with less emissions even in two cycle engines as indicated by the two cycle used engine evaluation test.

Table 13 shows the use of Phillips Petroleum Diesel on June 8 and June 10,1988 in a 1991 Dodge Ram 250 Cummins Turbo Diesel. Test 1 had no product or additive added to the diesel fuel that was purchased through local stations in Lubbock, Texas. A baseline of Test 1 shows the emissions and miles traveled at a constant speed. The test included idle speed emission test as well as emissions at 2000 RMP. Test 1,2 and 3 represent baseline (no additive) testing. Test 4 used 1.25 ounces ofTBH as additive as indicated with a 13.8% improvement on MPL. Test 5 was ended abruptly because of driver miscalculation but showed a % improvement on MPL with 1.25 ounces of EMP added to the fuel. Test 6 showed a 17.7% improvement on MPL using 1.25 ounces of BMP'". In Test 7,12.99% improvement in MPL based on 1.75 ounces of TBH and 1.25 ounces of EMPTM as additive. One can see also an average at 2000 RPM of carbon monoxide and other emission efficiencies.

TABLE 13 Phillips Petroleum Diesel-June 8th-June IOth, 1998 TestSpecifications: Vehicle: 1991 Dodge RAM250 Cummins Turbo Diesel Fuel: Phillips Petroleum Diesel Fuel Per Run: 25 Liters Emissions: ECOM America AC Plus 6 Gas Analyzer & Diagnosticator Test &num I Baseline (No Additive,) Beginning Mileage: 89,516 Ending Mileage: 89,623 Miles Traveled: 106. 4 MPL: 5.420 Product Added: none Emissions: see chart below Emissions IDLE 2000 RPM <BR> <BR> Test. Air f Fahrenheit) 89 89<BR> <BR> <BR> <BR> <BR> Temp. Gas (Fahrenheit) 97 109 0202% 18.7% % COppm549ppm243 Nô ppm 188 ppm 103 ppm 105ppm132ppmNO2ppm ________NOxppm___________293ppm____________235ppm<BR> <BR> <BR> <BR> S02 0. 00 ppm 0. 00 ppm CxHy % 0. 2% 006% CO2 %2.0%1.7 98.6%97.1%Efficiency% Losses % ___________1.4%_____________2.9% Exc.7.789.13 7<&num 2a/tMMt') Beginning Mileage: 89,623 Ending Mileage: 89,729 Miles Traveled: 106. 4 MPL: 5. 353 Product Added: none Emissions: see chart below ________Emissions__________IDLE_____________2000 RPM Temp. Air .9393 Temp.115130(Fahrenhett) <BR> 18.8%18.5%O2% <BR> <BR> 239ppm541ppmCOppm 216ppm212ppmNOppm N02 ppm 116 ppm 150 nnm 332ppm271ppmNOxppm 0.00ppm0.00ppmSO2ppm <BR> <BR> 0.05%0.06%CxHy% <BR> <BR> <BR> CO2CO2% 1.8%% <BR> <BR> <BR> <BR> <BR> <BR> Efficiency % 94.2%% <BR> <BR> <BR> Losses % __________3.9%____________5.8%<BR> <BR> <BR> <BR> Exc. Air 8.40<BR> <BR> <BR> Test &num 3 Vaseline (No Additive) Beginning Mileage: 89,729 Ending Mileage: 89,835 Miles Traveled: 106. 4 <BR> <BR> <BR> <BR> <BR> <BR> MPL: 5. 256<BR> Product Added: none<BR> Emissions: see chart below 2000RPMEmissionsIDLE <BR> <BR> (Fahrenheit)9495Temp.Air <BR> Temp. 149137 02% 187% 18. 3%<BR> <BR> <BR> COppm 264 ppm 536 ppm<BR> <BR> <BR> <BR> 209ppm121ppmNOppm <BR> <BR> 117ppm129ppmNO2ppm <BR> <BR> <BR> <BR> 326ppm250ppmNOxppm <BR> <BR> <BR> <BR> S02 ppm 0. 00 ppm 0. 00 ppm<BR> <BR> <BR> <BR> CxHy %0.09%0.04 <BR> <BR> <BR> <BR> CO2CO2% 2.0%% <BR> <BR> <BR> <BR> 92.7%92.1%Efficiency% <BR> <BR> <BR> <BR> Losses % 7.9%% <BR> <BR> <BR> 9.137.78Exc.Air <BR> <BR> <BR> <BR> <BR> <BR> <BR> <BR> <BR> <BR> <BR> <BR> <BR> <BR> <BR> <BR> Test&num 4 Beginning Mileage: 89,729 Ending Mileage: 89,942 Miles Traveled: 106. 4 MPL: 5.981 (13.80% improvement) Product Added: 1.25 oz TBH Emissions: see chart below Emissions IDLE 2000 RPM Temp. Air (. Fahrenheit) 82 82 Temp. Gas (Fahrenheit) 143 154 18.7%18.3%O2% CO ppm419ppm217 176ppm118ppmNOppm 100ppm123ppmNO2ppm NOx ppm241ppm276 0.00ppm0.00ppmSO2ppm 0.03%0.07%CxHy% C02% 1 7% 20% 89.6%89.5%Efficiency% Losses % 10. 4 % 10. 5 % 9.137.78Exc.Air Test &num 5 Beginning Mileage: 89,949 Ending Mileage: 90,047 Miles Traveled: 97.9 MPL: 5.824 (10.81% improvement) Product Added: 1.25 oz EMP Emissions: none taken, vehicle was brought in early due to driver miscalculation.

Test #6 Beginning Mileage: 90,047 Ending Mileage: 90,154 Miles Traveled: 106. 3 MPL: 6.188 (17.73% improvement) Product Added: 1. 25 oz EMP Emissions: see chart below 2000RPMEmissionsIDLE Temp. Air (Fahrenheit) 98 98 (Fahrenheit)151165Temp.Gas 18.7%18.3%O2% CO ppm 214 ppm 445 ppm 218ppm151ppmNOppm 99ppm132ppmNO2ppm 317ppm283ppmNOxppm 0.00ppm0.00ppmSO2ppm 0.03%0.06%CxHy% 1.7%2.0%CO2% 90.9%90.2%Efficiency% Losses % 9 1 % 9. 8 % <BR> <BR> Ex, Air____________9J3______________7.78<BR> <BR> <BR> <BR> <BR> <BR> <BR> <BR> <BR> <BR> <BR> <BR> <BR> <BR> <BR> <BR> <BR> <BR> Test &num 7 Beginning Mileage: 90,154 Ending Mileage: 90,260 Miles Traveled: 106. 4 MPL: 5.939 (12.99% Improvement) Product Added: 1.75 oz. TBH, 1. 25 oz. EMP Emissions: see chart below 2000RPMEmissionsIDLE (Fahrenheit)8585Temp.Air Temp. Gas (Fahrenheit) 126 18.6%18.4%O2% 227ppm372ppmCOppm NOppm109ppm158 97ppm113ppmNO2ppm NOxppm222ppm255 0.00ppm0.00ppmSO2ppm 0.03%0.04%CxHy% CO2CO2% 1.9%% 93.3%93.8%Efficiency% Losses % 6.2%% 8.758.08Exc.Air Table 14 shows a comparative study of EMA premium diesel standards and enviromax diesel fuel catalyst standards, baseline, EMP-diesel. Included in the four test are flashpoints- percent maximum, cetane numbers and particulate matter for the four items as the last indication of emission control. Table 14 is self explanatory and represents a full study of emissions.

Comparative Study: EMA Premium Diesel Standards and Enviro Max<BR> Diesel Fuel Catalyst (Standards, Baseline, EMP-D) EMA FQP #1 EMA FQP #2 Baseline Diesel Diesel + Flash Point-Deg F 100.00 126.00 150.0000 88.0@ Water PPM max 200.00 200.00 76.0000 208.0 Distillation-Deg. F a) 90% max 5@2.00 630.00 590.0000 588.0 b) 95% max 550.00 671.00 619.0000 615.0 Kinematic Viscosity 1.85 3.00 2.4200 2.3 Ash % max 0.01 0.01 0.0010 0.0 Sulfur % max 0.05 0.05 0.0315 0.0 Copper Corrosion max 3.00 3.00 1.0000 1.0 Cetane Number min 50.00 50.00 45.3000 51.3 Cetane Index min 45.00 45.00 46.2000 46.3 Carbon Residue, RAMS 0.15 0.15 0.1400 0.3 API Gravity max 43.00 39.00 35.0000 35.1 Lubricity g. min 3,100.00 3,100.00 Lubricity Wear Test 535.0000 510.0 Stability insolubles 15.00 15.00 0.6000 1.1 Cloud Point-Deg. F 18.0000 4.0 Particle Matter 10.00 10.00 1.8000 5.2 Kinematic Viscosity is an average of the ranges given.<BR> <P>Lubricity was given by two different standards, each acceptable.<BR> <P>Cloud Point is the responsibility of the fuel supplier; no standard given.

Table 15 following is a mileage indication for an internal combustion engine having 7.0 liter diesel engine VVT72P and shows mileage improvements when using the various additives according to the invention. A baseline is also indicated with four independent test using components of the additives and additives according to the invention with strong results showing percent improvement of at least 31. 72% as a highest percent improvement on mileage for test 4 however, test 2 did indicate a negative percent increase of 2.4%.

International 7.3 Liter Diesel VVT72P<BR> Miles Per Gallon Miles Driven Gallons of Fuel MPG Percent Inc Baseline 110 12.93 8.51 0.0@ Test 2 110 13.24 8.31 -2.4@ Test 3 110 11.56 9.52 11.8' Test 4 110 9.81 11.21 31.7 Test 5 110 10.08 10.91 28.0 Table 16 following includes a GMC 6.6 liter diesel truck PAN 1768 illustrating miles per gallon for a baseline in various additives according to the invention. There were two negative test, Test 2 and 3, however again a test 4 and 5 showed positive results which were in the 26.3% improvement and 38.15% improvement in mileage for the diesel vehicle.

GMC 6.6 Liter Diesel Truck PAN1768<BR> Miles Per Gallon Miles Driven Gallons of Fuel MPG Percent Inc@ Baseline 110 13.24 8.31 0.0@ Test 2 110 13.85 7.94 -4.4 Test 3 110 14.74 7.46 -10.2 Test 4 110 10.48 10.50 26.3 Test 5 110 9.58 11.48 38.1 While the present invention has been described in detail with reference to specific examples, it would be apparent to one skilled in the art that various changes and modifications can be made therein without departing from the spirit and the scope of the invention.