Fuel economy
Fuel-Saving Technology for Engines and Power Systems
Our technology is designed to reduce fuel consumption in internal combustion engines and combustion-based energy systems.
In tested applications, our devices have demonstrated fuel savings from 9% to 30% in internal combustion engines. The technology does not require engine modification, does not require changes to the fuel supply system, and can be installed externally.
It can be used on a wide range of applications, including:
- vessels;
- diesel locomotives;
- aircraft and aviation systems;
- trucks;
- passenger cars;
- diesel generators;
- power-generation systems;
- industrial combustion equipment.
The technology is suitable for engines of different sizes and can be applied wherever hydrocarbon fuels are burned, including diesel fuel, gasoline, kerosene, aviation fuel, marine fuel, and gas.
We are also studying potential applications in coal combustion. Additional experiments in this area are planned.
Operating Principle
The detailed operating principle of our fuel-saving technology is proprietary know-how.
In simplified terms, fuel savings are achieved through non-contact fuel structuring by a weak resonant field. The device does not need to be placed inside the fuel and does not add any chemical substances.
The effect is based on a passive interaction with the fuel system. As a result, the physical state of the fuel may be influenced before combustion, helping the fuel-air mixture burn more completely and release useful energy more efficiently.
This can lead to:
- more complete combustion;
- improved energy release during the combustion cycle;
- reduced fuel losses;
- lower fuel consumption;
- potentially reduced emissions.
The operating principle is described in more detail here.
An additional benefit of more efficient combustion is the potential reduction of harmful emissions into the atmosphere.
How We Differ from Competitors
The key difference between our technology and many competing fuel-saving solutions is the method of application.
Our device is installed externally and does not require any changes to the fuel supply system, engine, injection system, ECU, or onboard electronics.
This creates several important advantages:
- no chemical additives are added to the fuel;
- no mechanical parts are inserted into the fuel line;
- no changes are made to the engine;
- no interference with the manufacturer’s engine design;
- simple installation;
- lower risk for the vehicle owner or fleet operator.
Many competing solutions are based on fuel additives or mechanical devices installed directly into the fuel supply system. In both cases, the user may face additional risks related to engine compatibility, fuel-system reliability, maintenance, and manufacturer warranty conditions.
Our approach is different: external installation, passive operation, and no invasive modification of the engine.
Testing Results
We continue to test and improve our technology in different engines, fuels, and operating conditions.
1. Road testing results on cars and trucks can be found here.
2. We also tested the change in total gross heat value of gasoline after treatment by our catalyst. The measured increase was approximately 2%. Results here.
This indicates that the fuel-saving effect may come from two complementary directions:
- more complete combustion;
- an increase in the useful energy released from the fuel.
3. A test on a gasoline engine was conducted on a test bed. The result showed fuel savings from 9% to 21%, depending on load and rotation parameters. The results of the test are found here
4. A separate test on a HONDA L13A4 gasoline engine on a test bed showed fuel savings from 9% to 17%. Detailed report here
5. The first samples of our catalysts were created approximately 15 years ago and are still operating without a reduction in efficiency. This demonstrates the durability of our devices and the long-term stability of the technology.
Safety and Fuel Compatibility
The first fuel catalyst was produced in our laboratory approximately 15 years ago. During this period, we have not recorded operational problems caused by the use of our catalysts.
Our laboratory tests show that fuels treated by our catalyst continue to comply with the technical parameters and standards required by applicable fuel regulations.
This means that fuel treated by our catalyst can be used in engines without requiring special additives, chemical changes, or additional approval from engine manufacturers.
Buyers and partners are welcome to conduct their own independent tests of fuel after treatment by our catalysts in order to obtain local confirmation of fuel quality and compatibility.
We can supply free samples of our catalyst for such testing.
Limitations of the Technology
The changed physical state of the fuel is maintained only for a limited period of time. For this reason, the fuel should be treated close to the point of use — for example, in the fuel tank — rather than at the refinery.
There are also certain technical situations where the fuel-saving effect may be lower.
So far, we have identified two main cases.
First Case: Engines Without Intelligent Fuel Supply Control
The technology works best when the engine has a sufficiently advanced fuel supply or engine-management system.
In simple diesel power generators without Common Rail or an equivalent adaptive fuel-management system, the device may improve the fuel, but the fuel supply system may not automatically reduce the amount of fuel delivered to the engine.
In such cases, the fuel may burn better, but the engine may continue injecting the same amount of fuel. As a result, the fuel-saving effect can be limited.
For this reason, modern engines with more advanced fuel-management systems usually show better results than older engines.
For example, we measured approximately 11% fuel savings in a Toyota Corolla produced in 1996, while a Ford Puma produced in 2023 showed approximately 30% fuel savings.
Second Case: High-Speed Gas Flow in Large Power Plants
We conducted experiments at a large power plant with gas turbine engines operating on natural gas.
In this case, the measured gas savings were from 1% to 5%, depending on external conditions such as temperature, pressure, and operating mode.
We believe that the relatively low savings may be connected with the very high speed of gas flow. In such conditions, the gas may pass through the influence zone too quickly, giving the catalyst insufficient time to affect the fuel properties.
In future experiments, we plan to test a configuration with several catalysts installed in sequence along the gas-feeding pipe. This would allow the gas to pass near several devices before combustion.
We will publish the results on our website after completing these additional experiments.
For LNG and LPG, this limitation is expected to be less significant because the fuel can be treated during storage, allowing sufficient time for the effect to develop.
Special Case: Aluminum Fuel Tanks
Fuel tank material may also be important.
If your fuel tank is made of aluminum, please inform our managers before ordering. In this case, we will supply the proper type of device designed specifically for aluminum tanks.
Patents and Know-How Protection
Our technology is protected primarily as proprietary know-how.
The core value of the technology lies in the accumulated research, production methods, material configuration, and practical experience that cannot be reproduced by external appearance alone.
For this reason, we are able to provide samples of our catalysts for testing even without signing non-disclosure agreements.
The visible form of the device can be copied, but the functional technology behind it cannot be replicated without the underlying know-how.
Produced Models
Our devices are produced in two main categories:
- Passive devices
- Active devices
1. Passive Devices
The passive modification R7 does not require external power.
It is simple to install and usually takes only a few minutes. Detailed installation manual here
The R7 device reaches full operating effect approximately 8 days after installation.
Currently, we produce several modifications of R7 passive chips.
R7 NE
The NE modification can be used with both gasoline and diesel engines.
It can be installed:
- on the negative battery wire;
- on the outside of the fuel tank.
We recommend testing the device in both installation positions, as combined installation may provide stronger and more stable results.
At the current stage, we recommend placing the chip with the image side facing the fuel tank or the wire.
In theory, the orientation of the image side should not create a major difference. However, to ensure consistent testing conditions, we currently recommend fixing the direction as described above. Additional tests on orientation will be conducted later.
During testing, we recommend first installing the NE chip in the two positions described above, measuring the result, and only then adding other chips or changing the installation configuration.
Please remember that after adding or removing a chip, the result may become visible only after several days, up to approximately 8 days.
R7 Sjm D
The Sjm D chip is designed for diesel engines.
It should be installed on the positive wire coming from the battery, with the image side facing the wire.
R7 Sjm
The Sjm chip is designed for gasoline engines.
It should be installed on the positive wire coming from the battery, with the image side facing the wire.
[KEEP EXISTING PHOTO/LINK HERE — R7 passive chip image]
2024 Chip
This chip was produced in 2024.
It can be used only on gasoline engines and should not be installed on aluminum fuel tanks.
All current passive models are designed to comply with applicable European and U.S. regulatory requirements.
Read about the regulations of passive devices here.
R7 can be attached to the wires going to the battery and also externally to each fuel tank.
The device can be installed by almost any user and does not require maintenance.
Key characteristics:
- lifetime: up to 10 years;
- operating temperature range: –60°C to +120°C;
- operating range: approximately 45 cm;
- IP69K compliant;
- no external power required;
- no maintenance required.
You can read more about the installation of this model here.
For fuel tanks larger than 45 cm, we recommend using several R7 devices or choosing one of our active devices described below.
Important Fueling Recommendation
Fuel savings may be higher if the tank is not refilled from completely empty.
We recommend adding new fuel when approximately 25% of fuel remains in the tank. The remaining treated fuel mixes with the new fuel, helping the structuring process develop faster.
If fuel is added to an empty tank, it may take up to 12 hours for the structuring effect to develop.
If R7 devices are installed both on the battery wire and on the fuel tank, this limitation becomes less important.
2. Active Devices
The active modification is produced in two versions.
R5 Autonomous Device
The R5 is an autonomous active device powered by AA batteries.
Size: 100 × 80 × 30 mm
R3 External-Power Device
The R3 is an active device with external power.
It has the appearance of a USB flash drive and can be connected to any USB-standard power source.
Power consumption:
- 50 mA;
- approximately 0.25 W.
Both active versions, R3 and R5, have an operating range of up to 30 meters.
They are designed for large tanks and industrial applications.
For extremely large fuel tanks larger than 30 meters, several active devices may be required.
Safety and Regulatory Position of Active Devices
R3 and R5 use very low power, approximately 0.25 W, and operate within the frequency range from 40 Hz to 800 kHz.
These devices are designed for low-power operation and can be additionally tested in certified laboratories if required by the customer, distributor, or local authority.
We maintain contact with professional testing laboratories and can organize additional testing in recognized laboratories upon request.
Prices
The price of our devices depends on several factors, including:
- number of devices;
- engine type;
- fuel type;
- tank size;
- installation configuration;
- testing or documentation requirements;
- distributor or fleet volume.
Pricing is discussed individually for each project.
Please contact our team for a commercial proposal.
Potential Savings
The economic benefit of our technology can be demonstrated using a simple example from the truck industry.
Assumptions:
- vehicle: truck with an average diesel engine;
- fuel consumption: 30 liters per 100 km;
- monthly mileage: 10,000 km;
- annual mileage: 120,000 km;
- fuel cost: $1 per liter;
- annual fuel consumption: 36,000 liters;
- annual fuel cost: $36,000.
The average savings from the use of our devices can reach approximately 20% depending on vehicle type, fuel, engine condition, route, load, and operating conditions.
For a conservative calculation, let us use only 10% savings.
In this case:
- annual fuel savings: $3,600;
- device lifetime: up to 10 years;
- total potential lifetime savings: $36,000.
In real operating conditions, fuel prices may be higher, and large fleets may achieve significantly larger total savings.
Beware of Copies
Our technology is protected by proprietary know-how and cannot be reproduced by external appearance alone.
A copied product may look similar from the outside, but it will not contain the functional technology required to achieve the fuel-saving effect.
Please report any suspected copies or unauthorized imitations to our team.
Simple Installation. Passive Operation. Real Fuel-Saving Potential.
R7 is designed to help engines use fuel more efficiently without chemicals, without engine modification, and without interference with vehicle electronics.
It is a simple external technology for gasoline and diesel engines, developed to reduce fuel consumption, improve combustion efficiency, and support cleaner, more economical operation.
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