However: There is a big (a very big) difference between this one and the others. Ours does not employ any 'magic' has no amazing technological breakthrough, or newly discovered materials, or even any 'mysterious' reactions. We can explain exactly how it works, why it works, and what it does. As far as I'm concerned, the only 'mystery', is why it has never been developed before.

The J-Tech FED

Anyone who has a motorcycle, gasoline generator, or beech buggy, etc., which only gets used in the summer months, will know that if they fire it up for the first time, with only last year's fuel in the tank, it does not start or run too well. The stale gasoline will have lost a lot of its ability to ignite and burn, due entirely to the fact that the lighter, more reactive, fractions (molecules) have slipped away into the atmosphere. These fractions, although they do not produce a great deal of the energy that pushes upon the pistons, encourage the entire mixture to ignite earlier, and burn faster - consequentially releasing its energy during the higher pressure, lower entropy, period of the combustion cycle. With any IC piston engine, the earlier and faster the burn, the more mechanical energy will be 'extracted' from the fuel.

Compared with the fuel that may be taken directly from the refinery process, the fuel one obtains from a typical filling station has already proportionally degraded, even more so in terms of its optimum inclination to burn, more than that of the above mentioned fuel stored over the winter months. As the hydrocarbon fractions exit the refinery's extraction process, some of the lighter components escape. As it goes through the mixing processes, more get lost. More again are lost in the storage tanks, then in the delivery tankers, and then the filling station tanks, then finally in the vehicle's own fuel tank. Of course, every practical means is employed to minimise these losses, but there is no such thing as a truly stable fuel.

Once these lighter fractions have been lost to the atmosphere, they cannot be recovered. But: The bigger, longer chain and more stable molecules are far from exhausted as far as their potential auto-disintegration is concerned, a fact that is clearly illustrated by the further degradation of fuel stored long-term, as earlier descibed.

The J-Tech FED does not claim to add anything to the fuel, nor to impart any property to the fuel, which is not inherent in the original substance. All it does, immediately before the fuel is sent into the cylinder, is to substantially accelerate that same decomposition process, the significant difference being that it does so in an hermetically sealed reaction chamber, from which all of the resulting mixture is directly fed into the engine's fuel inlet system.

Essentially, the J-Tech FED unit consists of a small tube, into which is packed a high-density bundle of fine soft iron wires, through and over which the fuel slowly passes. Other high permeability materials might also work, but fine soft iron performs perfectly, is inexpensive, easy to work with, and is long lasting. Around the outside of the tube is a coil of copper wire, through which a series of short, but relatively high current pulses of electricity are passed, in the form of bursts, each burst centered on a particular pulse frequency. These 'bursts' magnetise the fine soft iron wires, which respond in a number of ways, resulting in the gasoline that is slowly passing through the tube, being submitted to both resonating forces, sympathetic to the targeted assemblies, and to less frequent short sharp mechanical shocks.

Both the pulse frequencies of each burst, and the overall mean power of the signal as a whole, are critical for optimum results. Typically, bursts centered upon 19.4 kHz, 33.3 kHz and 56.5 kHz may be combined to good effect, although clearly any harmonically related signals would have some effect.

In the J-Tech FED, before the fuel enters the soft iron reaction chamber, it passes through a high surface contact tin 'filter', which has been found to enhance the following reductive reaction by around 1% overall, presumably by acting as a catalyst, but is not critical to the fundamental reaction process.

The process of applying current to a conductive coil that surrounds a magnetically permeable core (such as fine iron wires) will clearly induce magnetic forces within that core. These forces will have some direct effect upon the orientation of the targeted molecules that make up the fuel as it passes through the chamber. These effects play a material part in the ultimate dismantling of the long chain fuel molecules, in that the targeted chain 'junctions' will have been put under stress, improving the chances of, and defining the nature of, the action of the less frequent 'electromechanical shocks', which will cause some of the long chain molecules to completely relinquish their hold on lighter, more volatile ones, by causing them to fracture. There is nowhere for these released components to go, except into the engine's cylinder, where they will react more quickly, causing the larger molecules to ignite earlier, and thus promoting an overall faster burn.

Because the aim is only to release a very small percentage of the smallest bonded molecules, specific excitation signal frequencies are employed, which are harmonically related to the resonant properties of these particular fractions, but not to the main body of the chain. This creates stress points in the chain, such that the mechanical shocks generated by the low frequency on/off nature of the signal 'packets', will further engender full separation.

By way of further explanation: The J-Tech FED's signals introduce a state of mechanical vibration in all of the fuel's long chain molecules, but such that the attached lighter elements obtain a state of resonance that is itself dissonant to that of the main body of the whole molecular structure or chain. Ergo, the desired rupturing is brought about when the main body of the object is moving (vibrating) at a rate that is not sympathetic with the resonant characteristics of the lighter fraction that is connected to it, such that the targeted rupture point is particularly subjected to the selective dissonant forces, which weaken the bonds, so that the mechanical shocks resulting from the intermittent intense bursts (rather than the signal's high frequency component) promote separation at these particular stress points. By this means, only relatively small quantities of high-energy electrical current are required, in order to effect very much larger beneficial changes to the fuel's flash point and rate of burn.

Of course, the more energy that is applied, the more dissociation will occur, but the benefits do not rise proportionally, and since the only practical requirement is to improve the reaction time, this can be satisfactorily achieved by releasing relatively small quantities of the lighter molecules, resulting in a propitious cost / benefit yield ratio.

The nature and required intensities of the excitation signals that are applied to the J-Tech FED were empirically determined by passing untreated fuels through a simple gasoline/air flame generator, and observing the molecular changes (using a spectrum analyser) along with fuel flow, gas flow and flame temperature. This process established the fuel's (several) resonant characteristics, and allowed selection of those which produced the most beneficial effects, as well as the determination of suitable input energy levels with respect to fuel flow. This process was repeated for a wide variety of branded fuels, in various states of decomposition, including a fuel (brand unknown) that had been in the tank of a portable generator rig for at least three years. (The J-Tech FED did improve the three-year-old fuel, but only by about 4%).

There are a variety of mixtures of gasoline. However, there are no rational additives that will interfere with the FED's function, and these include alcohol and methanol. The bulk of gasoline mixtures are sufficiently similar to ensure that the J-Tech FED will yield positive results.

As has been mentioned, the mean power of the applied signal is also critical, in that it has to be matched to the fuel flow rate, so as to avoid any significant heating of the fuel. The J-Tech FED does not significantly heat the fuel. The application of too much energy would cause the formation of tiny gas bubbles, which would link up to produce bigger bubbles, which would then alter the precision of the ensuing fuel metering device (injectors). In extreme cases this could seriously damage an engine.

The J-Tech FED's control system constantly monitors the engine's demand for fuel, and changes the relative active / passive period ratios of the signal packages accordingly.

The 'overall performance' of an IC engine that has been fitted with a J-Tech FED, would be significantly further enhanced if the ignition timing was set slightly closer to TDC, in order to match it to the earlier ignition point. However, in terms of fuel saving alone, such an adjustment is not essential. Performance enthusiasts might like to note that a prototype version of our FED was fitted to a highly tuned 2 litre racing saloon, and tested at the UK's Goodwood Racetrack, where it improved performance by more than a second per lap - without the engine being re-tuned!

It should also be noted, that if the J-Tech FED should fail to function (possibly by being inadvertently disconnected) the only significant effect would be for the unit's benefits to be lost. That is to say, the inactive FED would have no significant effect upon the functionality of the engine's fuel control system.

Finally, it should be stated that as far as credible science has yet been able to determine, pure hydrocarbon fuels have no significant ability to retain either magnetic or ionisation effects, and we make no claim for, nor is there any sound evidence to assume, that residual magnetism or ionisation is in any way responsible for the sustained 'heightened-reaction' nature of the treated fuel. In fact, we have carried out extensive 'flame analysis' tests on our FED device, with the fibrous iron core replaced by a single ferrite rod, which resulted in no significant 'magnetic' changes to the fuel's properties, and also tests on an empty reaction chamber, with a high frequency very high voltage (circa 5kV) coil, in order to test the 'ionization' theory, with equally insignificant results.