Report of the
Product Development and Manufacturing Center
STUDY OF THE IMPACT OF R4 ON ENGINES
Version 1.0
 |
By: Dr. Patrick E. Dessert
Director
Product Development and
Manufacturing Center
Oakland University
Rochester, MI
48309 |
April 20, 2005
Report of the
Product Development and Manufacturing Center
STUDY OF THE IMPACT OF R4 ON ENGINES
1.0 OBJECTIVE
The objective of this test was to determine the affect the
introduction of R4 to an engine. This “single-engine” study looked to see if
any immediate and durability improvements were seen through the introduction of
R4 to a 225 Slant-Six engine with almost 200,000 miles on it.
2.0 RESULTS AND CONCLUSION
From running road tests, acceleration tests, and parking-lot tests as described
below the following results were attained from treating a 1968 Dart with a 225
Slant-Six engine with almost 200,000 miles on it.
|
|
Pre R4 Treatment
|
After R4 Treatment
|
Improvement
|
|
Fuel Economy MPG
|
|
9.2 MPG
|
10.8 MPG
|
17%
|
|
0-50 Acceleration
|
|
11.3 Sec
|
9.8 Sec
|
15%
|
|
Cylinder Compression
|
|
100-110
PSI
|
100-100
PSI
|
--
|
|
Engine Temp
|
|
210-240 F
|
190-220 F
|
20 Degree Drop
|
|
Vibration
|
|
Noticeable
|
Reduced
|
Improved
|
Table 1.0 –
Summary to Test Finding on 1968 Dodge Dart
From the above data, one can conclude that the introduction
of R4 had a significant impact on the performance of a vehicle, whose engine is
in serious need of repair. The conclusion of the PDM Center from this test, is
that it appears that R4 may be considered as a treatment for engines with
performances below what they should be. Considering an engine rebuild, which
would be necessary to bring the Dart engine back to its previous level of
performance, would cost about $3000, R4 would be an inexpensive and quick
alternative. If the engine didn’t see an improvement from R4, then a rebuild
may not be necessary, and other problems may be suspected such as a fuel or
transmission problem.
3.0 PRODUCT BACKGROUND
R4 is a technology that encapsulates small particles of highly
reactive bronze in and inert matrix so when it comes in contact with high heat,
such as that seen in frictional surfaces, the bronze is liberated and allowed
to bond to the metal surfaces. The purported benefits of this mechanism are
many. First, it can help “rebuild” damages surfaces (such as those in an
engine cylinder). This will provide a smoother surface that can improve seal,
and return power to the engine. This will also reduce engine vibration and
noise, helping the engine run smoother. The rebuilding of damages surfaces
will also allow the engine to be more durable, allowing more miles between
failures due to the improved clearances.
A second area of improvement is in the starting of an
engine. If an engine is allowed to sit for some time, the oil will migrate to
the bottom of the engine, and leave little protection when the engine is
started. It takes time for the oil pump to return pressure through the system,
and begin to effectively lubricate the engine. Because of the “bronze-coating”
of the frictional surfaces, this retains oil better, so there is some lubricant
available when the motor starts. Again, this will help development of a
protective lubricating layer which will help engine life.
4.0 TEST DESCRIPTION
The basic idea of the test was to develop an systemic test, which
put the product in a vehicle in need of some help, and determine the impact the
product had. A test vehicle (1968 Dodge Dart) equipped with a 225 Slant-Six
Engine was the test subject. The testing was done in three phases, the
baselining phase, the treatment phase, and the durability phase.
4.1 PHASE I: TEST BASELINE
DEVELOPMENT
In the first phase, the performance
of the vehicle was measured along many axis. The Dart was brought into
“reasonable” operating condition, including, the changing of oil, flush and
change of radiator, cleaning of fuel system, and other minor maintenance to
make sure that the vehicle was safe to operate. Once that was completed, the
vehicle was operated for 20 hours with the following data being taken:
1) Oil
Analysis – Checking the oil for wear metals and oil condition that could
indicate a problem that could invalidate the test results.
2) Fuel
Economy – Measuring fuel consumption around a fixed course. To do this a
flow meter was added in the fuel line and the actual consumption of fuel was
measured. The description of the road course is shown below.
3) 0-60
Acceleration – The time it took for the vehicle to travel 0-60 MPH was done many times. This part of the test consisted of going from rest to full throttle and
using accelerometers and data acquisition devices to record the times for each
10 MPH up to 60.
4) Engine
Temperature Tests – Using a pyrometer accurate to 1.%, the temperature of
certain points on the block was measured.
5) Cylinder
Compression Tests – The maximum air pressure created by the cylinder when
cranked was measured, which indicates any problems with seals, valves sticking
open or other issues.
6) Vibration
Tests – A subjective test performed by the driver, determining the
vibration in the vehicle due to the engine in idle.
The road course performed was a
highway test that was a little over 1.5 miles and included four stops. The
driver was instructed to stop at all points, decelerate at fixed points, and
accelerate to a constant speed. The drive was able to do this very repeatable.
The track is shown in Figure 1.0 below.
Figure 1.0 – Road
Course Layout
To perform the tests, a trailing
vehicle was used to record the times the vehicle stopped and the idle time
before acceleration to the next stop. The driver was in communication of the
trailing vehicle and would read back fuel consumption numbers off the flow
meter at every stop. The trailing vehicle would record the times at every stop
with a stop watch, and each idle time.
In baselining the Dart was run
through this course for 4 hours with the last 10 trips being recorded in the
above manner. At the end of 10 trips, ten 0-60 accelerations tests were run.
When these tests were completed, the vehicle was taken into the PDM Center garage and allowed to idle. At that point, the oil sample was drawn for
testing, after 30 minutes of idling, the engine temp was taken, and the
vibration and sound of the vehicle were noted. These results are shown in
Appendix A.
4.2 PHASE II: TREATMENT TESTING
In this phase, the Dart was treated
R4 and ran through the same test. To treat the vehicle the Dart was allowed to
idle for 20 minutes to allow the R4 to run through the system and begin bonding
to the engine. Then the same tests were run as described above. The road
test, was followed by the 0-60 test, which was followed by the parking lot
testing. The results for this phase of testing is shown in Appendix B.
4.3 PHASE III: DURABILITY TESTING
In this phase the Dart was run for
an additional 100 hours and the test above were redone. This is being
performed at this time.
5.0 ANALYSIS OF RESULTS:
Each of the tests described above was performed for Dart and
the results are summarized and discussed in this section.
5.1 ROAD TEST
Table 2.0 below summarizes the fuel
used, miles traveled, average speed and total time to complete the course
described above.
|
|
Treated
|
Untreated
|
|
Total Gallons Used
|
1.45
|
1.7
|
|
Mileage
|
15.6
|
15.6
|
|
Miles/Lap
|
1.56
|
1.56
|
|
MPG
|
10.8
|
9.2
|
|
Avg. Speed
|
36.20026
|
33.93502
|
|
Total Time
|
44.03
|
40.3
|
|
IMPROVEMENT
|
17%
|
--
|
Table
2.0 – Comparison of Treated and Untreated Road Tests
The data above shows are marked
decrease in fuel consumption (and thus improvement in MPG) for the vehicle
after it was treated with R4. Fuel economy improved from to 9.2 to 10.8. Note
that as the vehicle was being baselined, 9.2 is a reasonable approximation of
fuel economy. Throughout the Baseline Testing Phase, the engine never saw MPG
of over 10. So a 17% fuel economy improvement was seen. It should also
be noted that in the running of the vehicle in the treated testing, the vehicle
actually ran about 4 minutes longer and went slightly faster. This would mean
that if the treated test was 4 minutes shorter and the vehicle ran at a slower
speed, the improvement would be even greater that 9.8%.
5.2 0-60 MPH ACCELERATION TEST
The data for the average of the
0-60 Acceleration runs is shown in Table 2.0 below.
|
Acceleration
|
|
|
|
MPG
|
|
Pre Treatment
|
Post
Treatment
|
|
10
|
|
1.35
|
0.98
|
|
20
|
|
3.3
|
2.72
|
|
30
|
|
5.5
|
4.68
|
|
40
|
|
8.15
|
7.08
|
|
50
|
|
11.3
|
9.8
|
|
60
|
|
--
|
13.25
|
Table
2.0 – 0-60 Acceleration Results
The above data shows that the Dart
was much quicker off the line when treated with R4. The above numbers show
this. However, two other parts of this test which were not shown in the table
should be noted. First, the Dart ran out of room on the track, before reaching
60, so the 60 time is blank. Second, in the first run of Dart treated with R4,
the rear wheel actually spun, so the first run was redone. In the operation of
the vehicle this was the first time the vehicle actually had wheel slip from a
standing start.
5.3 OIL TEST
Three oil samples were taken; one
before the untreated testing, one prior to treatment, and one after the testing.
5.4 PARKING-LOT TESTS
5.4.1 Temperature Test
In locations around the engine
block a 20 degree temperature drop was seen after R4 was added to the Dart.
Temperature ran around 210-240 in locations around the block prior to
treatment. However after R4 was added, temperatures dropped to 190-220.
5.4.2 Vibration Test
Prior to the addition of R4, the
vehicle ran fairly choppy, with a noticeably vibration. When R4 was added and
the vehicle was idling to allow the material to flow through the engine, one
could see the vibration reduce and the engine settle down. The improvement,
although subjective, was also seen by the engine significantly quieting down.
As the engine quieted down, one could then hear other parts of the engine, such
as the belts, fan, and pumps making more noise.
5.4.3 Performance Test
As described above in the 0-60
Acceleration Test, the vehicle seemed much more responsive to the driver when
R4 was added. This improvement is also seen in the road test data as the
average speed was greater during the trials after the vehicle was treated with
R4. So during driving through the course, as the driver hit the same
acceleration pattern, and braking points the vehicle accelerated quicker. Thus
the average speed in the run of the Dart treated with R4 was higher because the
vehicle accelerated quicker.
5.4.3 Compression Test
The compression test prior and
after the treatment of the vehicle with R4 were identical. The factor spec on
the engine is 115 PSI. Both sets of compression testing showed a cylinder
compression to range from 105-120.
5.5 DURABILITY TESTING
The continued testing of the Dart
over time is ongoing. After another 450 miles being put on the vehicle, no
loss in fuel economy, power, acceleration, or other factors is evident. This
work is continuing and will terminate in the future.
APPENDIX A – Pre Treatment Data
Road Test Times
| Before R4 Addition |
|
|
|
|
|
|
|
|
|
|
Idle |
Travel Time |
Idle |
Travel Time |
Idle |
Travel Time |
Idle |
Travel Time |
|
|
Start Position |
Stop 1 |
At Stop 1 |
Stop 2 |
At Stop 2 |
At Stop 3 |
At Stop 3 |
Start Position |
Lap |
Fuel Consumption |
|
|
|
|
|
|
|
|
1 |
3.6 |
0 |
0 |
0:00:41 |
0:00:58 |
0:01:42 |
0:02:41 |
0:03:24 |
0:03:30 |
2 |
3.8 |
04:12.0 |
05:06.0 |
05:50.0 |
06:00.0 |
06:42.0 |
06:42.0 |
07:19.0 |
07:20.0 |
3 |
3.9 |
08:13.0 |
09:36.0 |
10:18.0 |
10:37.0 |
11:13.0 |
11:25.0 |
12:07.0 |
12:08.0 |
4 |
4 |
12:46.0 |
12:55.0 |
13:42.0 |
13:49.0 |
14:24.0 |
14:45.0 |
15:29.0 |
15:30.0 |
5 |
4.2 |
16:06.0 |
18:00.0 |
18:42.0 |
18:50.0 |
19:23.0 |
21:30.0 |
22:12.0 |
22:16.0 |
6 |
4.4 |
22:58.0 |
22:31.0 |
24:17.0 |
24:21.0 |
25:00.0 |
25:18.0 |
26:00.0 |
26:01.0 |
7 |
4.6 |
26:36.0 |
27:00.0 |
27:40.0 |
27:45.0 |
28:18.0 |
28:26.0 |
29:05.0 |
29:12.0 |
8 |
4.7 |
29:46.0 |
29:53.0 |
30:39.0 |
30:49.0 |
31:22.0 |
32:08.0 |
32:48.0 |
33:00.0 |
9 |
4.8 |
33:38.0 |
34:45.0 |
35:26.0 |
35:39.0 |
36:17.0 |
36:17.0 |
36:52.0 |
36:56.0 |
10 |
5.1 |
37:28.0 |
37:36.0 |
38:18.0 |
38:23.0 |
38:50.0 |
38:56.0 |
39:35.0 |
39:52.0 |
End |
5.3 |
40:30.0 |
|
|
|
|
|
|
|
Miles Traveled: 15.6
0-60 Acceleration Test
|
|
Acceleration
|
|
|
|
MPG
|
|
Pre
|
|
|
10
|
|
1.35
|
|
|
20
|
|
3.3
|
|
|
30
|
|
5.5
|
|
|
40
|
|
8.15
|
|
|
50
|
|
11.3
|
|
|
60
|
|
--
|
** Vehicle ran out of space before hitting 60 MPH
APPENDIX B -- Data After Treatment of Vehicle with R4
Road Test Time
| After R4 Addition |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
Idle |
Travel Time |
Idle |
Travel Time |
Idle |
Travel Time |
Idle |
Travel Time to |
|
|
Start Position |
Stop 1 |
At Stop 1 |
Stop 2 |
At Stop 2 |
At Stop 3 |
At Stop 3 |
Start Position |
Lap |
Fuel Consumption |
|
|
|
|
|
|
|
|
1 |
5.35 |
00:00.0 |
00:00.0 |
00:46.0 |
01:00.0 |
01:39.0 |
01:40.0 |
02:19.0 |
02:43.0 |
2 |
5.5 |
03:16.0 |
05:13.0 |
05:55.0 |
06:03.0 |
06:44.0 |
06:57.0 |
07:40.0 |
07:45.0 |
3 |
5.6 |
08:21.0 |
10:37.0 |
11:17.0 |
11:21.0 |
11:57.0 |
12:36.0 |
13:17.0 |
13:33.0 |
4 |
5.8 |
14:06.0 |
16:02.0 |
16:47.0 |
16:51.0 |
17:24.0 |
18:01.0 |
18:33.0 |
18:52.0 |
5 |
6 |
19:20.0 |
20:00.0 |
20:44.0 |
20:51.0 |
21:26.0 |
21:47.0 |
22:26.0 |
22:32.0 |
6 |
6.1 |
23:04.0 |
23:52.0 |
24:36.0 |
24:54.0 |
25:51.0 |
25:54.0 |
26:31.0 |
26:45.0 |
7 |
6.3 |
27:20.0 |
28:16.0 |
28:56.0 |
29:03.0 |
30:12.0 |
30:54.0 |
31:17.0 |
31:17.0 |
8 |
6.4 |
31:25.0 |
32:02.0 |
33:06.0 |
33:06.0 |
33:43.0 |
34:03.0 |
34:42.0 |
34:43.0 |
9 |
6.5 |
35:30.0 |
36:17.0 |
37:00.0 |
37:12.0 |
37:49.0 |
38:25.0 |
39:05.0 |
39:10.0 |
10 |
6.7 |
39:45.0 |
40:42.0 |
41:23.0 |
41:30.0 |
42:05.0 |
42:47.0 |
43:27.0 |
43:33.0 |
END |
6.8 |
44:03.0 |
|
|
|
|
|
|
|
Miles Traveled: 15.6
0-60 Acceleration Test
|
Acceleration
|
|
|
|
|
Post
|
|
10
|
|
0.98
|
|
20
|
|
2.72
|
|
30
|
|
4.68
|
|
40
|
|
7.08
|
|
50
|
|
9.8
|
|
60
|
|
13.25
|
