RE³ Optimization Systems - White Paper / Test Results of the Conserver Optimization System

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The advanced technology in use on today’s engines is quite remarkable. However, over the last fifty years, original equipment manufacturers have not made significant changes to the oil filtration systems used on these engines. Simply passing the oil through a fabric filter to collect large particles is the extent of the current OEM filtration systems. Most OEM filters will pass pieces of dirt or metal that are 40 microns in size and the same engine will grind down any bit of dirt larger than 5 microns. These filters are allowing particles to pass through the engine that can cause excessive wear problems for the heads and the engine cylinders.

The value of more efficient filters has become even more critical with the advent of low-ash oil and ultra-low sulfur fuel. Use of these products with less lubricant and closer tolerances, increase the importance of having clean oil that will provide the necessary lubrication of the engine parts. The cleaner the oil is kept, the more efficient the engine will perform and the longer the engine will last. The Conserver TM Optimization System can extend the time period between oil changes by as much as twenty times.

“Conserver TM Systems are designed to remove smaller particulates than would not be removed by an engine's normal oil filter, so that the need for additional oil and/or oil changes can be reduced. High-density bypass filtration extends the useful life of oils. In addition to reducing waste oil generation, collateral benefits include reduced acquisition of petroleum-based lubricants, reduced-labor hours in the management of waste oil, and an extension of engine life through improved lubrication.”¹ This concept also applies to filtration of hydraulic system fluids.

Oil and Water Do Mix

There’s an old saying that goes, “oil and water don’t mix.” Today we know this is not true. Oil and water do mix. When this mixture occurs within a vehicle engine, the results can be disastrous for the vehicle. Water is a byproduct of combustion. When water builds up in the engine oil, it will collect particles in the oil and form sludge. The damage to bearing applications in engines and other precision equipment caused by sludge will likely exceed the damage that is caused by build up of particulate contaminants. The more debris suspended in the oil that comes in contact with the rings, the more water can get into the oil. Oil additives will emulsify a small amount of the water, but sludge is formed in the process, creating more severe problems.

Water mixes with oil in one of the three ways:

Free – water mixed with the oil, not in solution and not physically or chemically bonded
Emulsified – additives in the oil emulsify water, creating sludge
Dissolved – water homogeneously mixed in a solution with the oil

Methods for removing oil form water include gravity separation, centrifuge, polymer absorption, vacuum dehydration, air stripping dehydration, and heat. Until recently, it has been particularly difficult and costly to remove dissolved water from oil. The only effective traditional methods for accomplishing this have been vacuum dehydration and air stripping dehydration. Vacuum hydration is capable of removing only 80-90% of dissolved water and up to now has been costly. Air stripping dehydration removes dissolved water to less than 100 ppm.

Water is also quite destructive to engines, particularly when it forms ice-crystals. In very cold weather, it is highly likely that ice-crystals will be present. If you have ever observed a sand blasting using ice, you know it is very effective. Ice can have the same effect on the internal surfaces of your engine. There is also an amount of sulfur in the fuel. When sulfur combines with water and heat, sulfuric acid forms. This acid is highly corrosive, especially to cellulose and polymer filter elements.

The Conserver™ Oil Optimization Concept

RE³ Optimization Systems has developed the Conserver™ line of bypass filtration systems to meet many of the technical challenges associated with the need to conserve oil and extend engine life. Conserver™ filtration systems consist of two main components: an evaporator dryer head and a filter canister that contains a disposable glass filter.

The evaporator head removes water from the oil as if passes through the system. This is a continuous process, so as moisture may collect in one area of the engine, the Conserver filter will remove the water at the other end. Tests completed by independent test centers have shown that the Conserver system will consistently run at a moisture level lower than new oil. Removing water allow for longer periods between oil changes. Studies have shown that reducing water levels in vehicle oil leads to substantial increases in the life of the engine.

RE³’s Conserver™ technology removes water from oil as an ongoing process, including dissolved water. The process combines air stripping dehydration with heat that is drawn off of the vehicle engine. Conserver™ filtration systems are uniquely designed to efficiently remove water without a mechanic having to replace a filter. A major side affect of additives in oil is that they can combine with water in the oil to create sludge. Conserver units remove the water from the oil to prevent the formation of sludge in the engine.

Table 1, below, helps determine the relative life of mechanical equipment based on the amount of water in the lubricant. To use the chart, estimate the current moisture level in the system along the first column. Reductions to the current moisture level along that same row indicate the potential extension to the life of the equipment. The top of the chart gives the estimate of how much the life of the equipment is extended. For example, by reducing moisture from 2,500 ppm to 156 ppm, extends the machine life of the vehicle by a factor of 5.²

The filter canister contains a glass filter that is designed to filter out 99.98% of all particles that are 3 microns in size and larger. Beneath an engine’s crankshaft is an oil pump with a reservoir of oil. The pump is equipped with a pressure relief valve to stabilize oil pressure as it is pumped to the full-flow filter, which is the normal oil filter installed by the original equipment manufacturer. Extra oil is returned to the oil pan. The typical full-flow filter is designed to take out particles in the oil that are larger than 41 microns. However, the engine bearing clearance under full torque can be as small as 4 microns. As a result, larger particles that are not filtered are usually crushed down. This crushing process takes place in the crank, bearings, rings and crankshaft of the engine. These high tech engine parts all undergo scratching and wear from the particles that didn’t fit. This is commonly referred to as “normal wear.” By reducing the number of larger particles that get crushed in the engine, the normal wear of the engine is also reduced. Reducing normal wear increases the efficiency of the engine and can substantially prolong the engine life.

Modern engine oil consists of the base oil plus additives that help suspend dirt particles to enable full-flow filter to capture the particles. Many of these dirt particles are residue left from the grinding of larger particles as they pass through the bearings. The dirtier the oil, the more particles such as iron, chromium, aluminum and copper are able to contribute to the grinding process, thus creating more “normal wear” on an engine.

With Conserver™ technology’s 3-micron absolute filter, the filter head continuously cleans the oil that the pressure relief valve of the engine’s oil pump would normally return directly to the reservoir. The dual-glass filter is test rated at Beta 1000, with 99.98% of the dirt larger than 3-microns becoming trapped in the filter.³

Test Results Indicate Conserver™ Technology is Effective

RE³’s Conserver™ filtration technology has passed rigorous bench testing under lab conditions and is rated at Technology Readiness Level (TRL) 9. Field testing is being conducted at several sights, including Alaska, where road conditions are exceptionally challenging and the difference between extreme high and low temperatures can be nearly 200 degrees Fahrenheit.

In April 2008, Next Generation contacted Alaska West Express Inc. (AWE), with a test proposal for Conserver™ filtration systems. AWE has a fleet of over 700 pieces of equipment and 84 power units. These carry freight over the famous “Haul Road” from Fairbanks, Alaska to the oil fields of Prudhoe Bay. AWE agreed to install Conserver™ H2 filtration units on two Freightliner® FLD tractors equipped with Caterpillar® C-15 engines, the same engine used in many military vehicles today.

After installing the Conserver™ systems, testing began using new oil and new OEM oil filters. AWE agreed not to change the engine oil unless the oil samples sent to the test lab indicated a problem. One vehicle, 2-173, had 22 samples tested over a twenty month period from May of 2008 to September of 2010. After over 160,000 miles, the oil in test vehicle 2-173 was inadvertently changed by the maintenance team, even though the oil test did not indicate the need for an oil change. Testing after the inadvertent change did not indicate any significant change in the condition of the oil. The second vehicle, 2-179, had fourteen samples tested over the same period. As of September 2010, this second vehicle has over 220,000 miles with no indication of a need to change the oil. With over 440,000 miles between the two test tractors, the samples continued to indicate that the oil remains in good condition. Oil sample test results from the two sample vehicles indicated that the oil in these test vehicles is in as good or better condition than oil in the rest of the fleet, which has had continued oil service every 20,000 miles. Oil sample tests were completed by Wear Check International for AWE. Some additional testing was completed by LubeTrak for Next Generation Filtration. Test data are contained in Appendix A to this paper.

As of September 2010, AWE had been able to skip a total of 22 oil changes between the two test vehicles, with a total savings of over $7,000, nearly five times the cost for installing two Conserver H2 bypass filter systems. In addition to the two Caterpillar C-15 engines, AWE will soon have six Detroit Diesel DD-15 engines equipped with Conserver HO2 systems. AWE is in the process of determining how many more vehicles in their fleet to equip with Conserver™ filtration systems. AWE is a subsidiary of Lynden International, (www.Laf.Lynden.com), a global transportation company.

Benefits of Conserver™ Bypass Filtration

By removing particulates and volatiles from oil, Conserver™ filtration systems improve engine operation efficiency and help reduce vehicle emissions. The Conserver system continuously filters water and particulates from the oil, thus the need to drain dirty oil and replace it with new oil at the recommended intervals is significantly decreased. The end results are reduced oil consumption, increased engine efficiency and reduced emissions—all of which are good for the environment. Using Conserver™ filtration systems also reduces the number of contaminated oil filters that need to be disposed of properly.

Operational and Financial Advantages

There are numerous operational and financial benefits to using Conserver™ bypass filters. First and foremost, it lowers the total cost of ownership for vehicles and equipment. The total cost for purchase and installation of a Conserver system is saved over the first twelve months of operation from reduced oil changes alone.

Because water and 99.98% of particulate contaminants are filtered out of the oil, the requirement for frequent, costly oil changes and maintenance are reduced. Under normal, over-the-road driving conditions, maintenance managers can expect up to 80,000 miles between Conserver™ filter element changes. Under normal operating conditions, oil changes for vehicles can be extended dramatically.

For marine and stationary equipment using regular oil or hydraulic oil, maintenance managers can expect to change filter elements only every 2,000 hours. Oil changes can be extended to two years or more. All oil should be checked on a periodic basis, filter and oil changes should be made when recommended or indicated by lab reports.

Going Green

On October 5, 2009 President Barack Obama signed an executive order (EO) titled, “Federal Leadership in Environmental, Energy and Economic Performance.” It mandates a 30% reduction in government fleet vehicle petroleum use by 2020. Next Generation Filtration Systems, LP, can help!

Conserver™ technology helps improve compliance with the Code of Federal Regulations (CFR). Use of Conserver™ filtration systems will decrease the amount of used oil generated and consequently may reduce used oil management requirements under 40 CFR 279 or 40 CFR 262.

If a facility does not recycle used oil, using Conserver™ bypass filters may help the facility meet the requirements of waste oil reduction under the Resource Conservation and Recovery Act (RCRA), 40 CFR 262 and EO 13148.

With decreased oil changes for vehicles on location, less oil will be stored on site. Maintenance facilities can decrease the likelihood of reaching the reporting thresholds for that chemical under Superfund Amendments and Reauthorization Act (SARA) Title III (40 CFR 300, 355, 370, and 372). A decrease in both new and used oil stored on site may also put some facilities below storage requirements thus avoiding the need to develop and implement Spill Prevention, Control and Countermeasure Plans under 40 CFR 112.

Maintaining Manufacturer’s Warranties

Installing a by-pass filtration system will not void the original equipment manufacturer’s warranty. Vehicle owners are protected by the Magnuson-Moss Warranty (MMW) Federal Trade Commission Improvement Act of 1975.

Under the act, aftermarket equipment which improves performance does not void a vehicle manufacturer’s original warranty unless the warranty clearly and conspicuously states it does. Most states have warranty statutes providing further protections for vehicle owners.

Most warranties require proof that your oil meets required standards at the time of the factory recommended oil change interval. Oil lab test that validates the quality of the oil will satisfy the warranty requirement.

Next Generation Filtration Systems LP has received letters from Caterpillar, Cummins and Detroit Diesel corporations stating that proper installation of Conserver™ bypass filters will not void their OEM warranties.

Extending the Life of Military Vehicles and Equipment

Today’s U.S. military vehicles and supporting ground equipment must be able to operate efficiently and in an environmentally friendly manner, even under the most extreme conditions of geography, climate and combat operations. The military’s grueling operational tempo since 9/11, combined with extended deployments in harsh environments like those of Iraq and Afghanistan, has taken a serious toll on military vehicles and support equipment.

Vehicles operated in Afghanistan and Iraq wear at an exceptionally accelerated rate. Trucks suffer the most by far. According to the Army, trucks operated in Iraq are used at 10 times the normal rate.⁴

High usage rates, combined with aging vehicles (Army Humvees
average about 17 years of age) threaten mission accomplishment for deployed forces. The average vehicle driver is only slightly older than the average Humvee. These young men and women are responsible for operating and maintaining trucks and other vehicles and equipment worth hundreds of thousands of dollars. They must maintain these under the

harshest conditions, where simple procedures like checking vehicle fluid levels, even when performed by the book, can result in fluid contamination from dirt, sand, and other particulate hazards.

Making the maintenance of military vehicles and other ground equipment more foolproof for the equipment operators is a proven method of improving performance, extending equipment life, lowering the total cost of ownership and enhancing mission readiness. Secondary oil filtration is a proven way to accomplish this.

With a Conserver™ system installed, it is possible to perform maintenance without shutdown. The filter units can be submerged or left in inclement weather without contaminants entering the system.

Large Scale and Industrial Applications

With a Conserver™ system installed, it is possible to perform maintenance without shutdown, a feature that is vital for generators, turbines and transformers. The build up of sludge and varnish to excessive levels in turbines, generators and transformers can be attributed to several factors but two that stand out are the type of lubricating oil used and the amount of water PPM that has formed in the lubricating oil. These oils oxidize easily and water seems to enhance the oxidation process. Water will contribute to reducing the ability of the oil to ward off oxidation and therefore contribute to the depletion of the additives in the oil. This will contribute to potential bearing damage, hydraulic systems not functioning properly and equipment shutdown.

Conclusion: Next Generation Conserver™ Oil Optimization Systems

Next Generation’s Conserver™ bypass filtration systems clean and dry oil and hydraulic fluids at a rated efficiency of 99.98%, far outperforming similar products on the market.

Conserver™ filtration systems are scalable and adaptable to a wide variety of applications, including gasoline and diesel engines, reverse osmosis water purification units (ROWPU), large industrial turbines, industrial presses, transformers and bulk petroleum storage units.

The systems extend the life of oil and lubricants, protect the environment and significantly cut the total cost of ownership through reduced engine and hydraulic system wear.

For additional information or to order one of the Conserver™ optimization systems, contact the corporate headquarters at 412-548-1659. Email inquiries should be directed to Pete Canovali, pcanovali@fpgenergy.com .

Appendix A

Test Data

RE³’s Conserver™ H2 filtration units have been in use for a total of over 300,000 miles on two, Freightliner® FLD tractors equipped with Caterpillar® C-15 engines. This is the same type engine used in many military vehicles today.

All of the miles logged have been on the haul road from Fairbanks to Prudhoe Bay, Alaska. The haul road across the North Slope consists of mainly mud, rocks, and pot holes in the summer. Dust in the air likely adds to ring wear and iron levels. Winter brings extreme cold, ice, and potholes.

Fahrenheit temperatures recorded during the test period ranged from nearly 100 degrees above zero to nearly 100 degrees below zero.

The test trucks have insulated oil pans and fuel lines. This insulation is not removed in the summer. Having reached the 220,000 mile point in the test, a

filter change will likely lower the iron levels, as well as bring other contaminants to even lower levels. The 220,000 miles driven by each test vehicle on the haul road is estimated to equate to approximately 400,000 miles of wear of normal highway driving.

To follow is a two page graphic Summary of test results for vehicle 2-173, which is equipped with a cat C-15 front diesel engine. A total of 23 oil samples were tested at varying periods over a twenty-two month period. Four tests were performed prior to the installation of the RE3 Conserver H2 system. The Conserver H2 units were installed in May of 2008, a total of twenty three samples tested since that time have all indicated no need to change either the oil or the filter during this period. Over the 29 month period from May of 2008 through September of 2010 each vehicle has operated over 220,000 miles with no oil change. There was an inadvertent oil change performed in January of 2010. The test data never indicated the need for an oil service. The following is a summary of the test results as compiled by Wear Check International for each of the samples tested over the two and one half year period.

A similar graphic summary of test results is provided for vehicle 2-179 which is equipped with a cat C-15 front diesel engine. A total of 23 samples were tested at varying periods over a twenty nine month period. Six tests were performed prior to the installation of the RE³ Optimization Systems Conserver H2 system. Since the Conserver H2 unit was installed in May of 2008, a total of 23 sample tests have all indicated no need to change the oil during this period.

Truck 2-173 - Front Diesel Engine
Graphic Analysis
Line Indicates Installation of Conserver™ H2 Unit

Explanation
The Iron level has increased slightly since the engine was first placed in service in 2007. The maintenance manager indicated that this may be a result of low-lubricant fuel used in the vehicle. A change in the type of fuel may result in lower levels. All readings throughout the period are in the normal range. The haul road across the North Slope of Alaska where the test truck operated consists of mainly mud, rocks, and pot holes in the summer. Dust in the air likely adds to ring wear and iron levels. There is no indication of engine wear during the testing period.

Explanation
The aluminum levels measured in the samples have been very consistent and well with in the normal range. There is no indication of engine wear during the testing period.

Explanation
The test results consistently reported no corrective action required. It had been determined by the user and manufacturer that the elevated copper levels were caused by leaching of cooler core and not engine wear. The excess copper has been removed by the purification system and all recent tests have been in the normal range. There is no indication of engine wear during the testing period.

Explanation
The lead level was remained consistent and in the normal range throughout the period. There is no indication of engine wear during the testing period.

Explanation
After the initial silicon was filtered from the oil, the levels have remained within the required levels. The recent increase in tested level will be watched. There is no indication of engine wear during the testing period.

Explanation
Total Base Number (TBN) measures the amount of active additive left in a sample of oil. The TBN is useful for people who want to extend their oil usage far beyond the normal range. These levels reduced after the Conserve H2 unit was installed. The levels have consistently measured in the normal range. There is no indication of engine wear during the testing period. Ph levels are balanced at 7.

Truck 2-179 - Front Diesel Engine
Graphic Analysis
Line Indicates Installation of Conserver™ H2 Unit

Explanation
The aluminum levels measured in the samples have been very consistent and well with in the normal range. There is no indication of engine wear during the testing period.

Explanation
The test results consistently reported no corrective action required. It had been determined by the user and manufacturer that the elevated copper levels were caused by leaching of cooler core and not engine wear. The excess copper has been removed by the purification system and all tests since the installation of the Conserver™ H2 unit have been in the normal range. There is no indication of engine wear during the testing period.

Explanation
The lead level was remained consistent and in the normal range throughout the period. There is no indication of engine wear during the testing period.

Explanation
After the initial silicon was filtered from the oil, the levels have remained within the required levels. There is no indication of engine wear during the testing period.

RE³ Optimization Systems, LP

3000 McKnight East Drive, Suite 405
Pittsburgh PA 15237
Phone: 412-548-1659 Fax: 412-931-3904
Email: pcanovali@nextgenfiltration.com

www.nextgenfiltration.com

This paper was prepared by Laurel Breeze Consulting LLC for Next Generation Filtration Systems, LP. Laurel Breeze Consulting provides management consulting and business development services for customers in Virginia, Maryland and Pennsylvania.

The paper’s author, Zachary P. Hubbard, is a retired lieutenant colonel who served 24 years in the United States Army as a Field Artillery and Military Intelligence officer. He holds a masters degree in Military Art and Science from the United States Army Command and General Staff College. Mr. Hubbard is a contributing author for two books on the topic of Department of Defense Information Operations. He is also a columnist for a major trade publication, The Brewing News, and is a frequent guest Op-Ed columnist for the Tribune Democrat newspaper.

WWW.LAURELBREEZE.COM

¹ Bypass Filter for Vehicle Motor Oil; Joint Service Pollution Prevention Opportunity Handbook; accessed on November 7, 2009: //205.153.241.230/p2_opportunity_handbook/6_ii_1.html , (Joint Service Pollution Prevention and Sustainability Technical Library). ///205.153.241.230/p2_opportunity_handbook/6_ii_1.html

² Duncanson, Marianne; Detecting and Controlling Water in Oil (ExxonMobil); Practicing Oil Analysis; accessed on November 19, 2009 http://www.oilanalysis.com/article_detail.asp?articleid=787.

³ “Beta Ratios”; Swift Filters Inc.; accessed on Nov 18, 2008, http://www.swiftfilters.com/BetaRatios.html.

⁴ Combat Fatigue: Vehicle Wear and Tear in Iraq Jeopardizes Army Readiness; Armed Forces Journal, June 2006; accessed on November 7, 2009: www.armedforcesjournal.com/2006/06/1813594/.

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RE³ Optimization Systems, LP, 3000 McKnight East Drive, Suite 405, Pittsburgh PA 15237

Email: info@nextgenfiltration.com | Phone: 412.548.1659 | Fax: 412.548.1641