[LUBRICON] A-112/A-212

Many users of 4-cycle gasoline engines are already enjoying the revolutionary "enzymatic power" effect of LUBRICON A-112 and A-212 fuel additive in their tanks. Without any further tinkering to this high performance fuel additive, adding LUBRICON to diesel engines and vehicles greatly boosts performance of your engine oil. Not only does it improve fuel consumption but it also has the incredible effect of cleaning exhaust emissions that have been the stickiest problem with diesel fuels. In the quest to promote complete fuel combustion and greatly clean emission fumes, the honest hard work and reverse-thinking of R&D staff have found yet another new use for LUBRICON A-112 and A-212.

The trend towards stiffer regulations on diesel gas emissions

Because diesel engines offer high combustion efficiency and low CO2 (carbon dioxide) emissions, Europe, most noted in the world for the way they prioritize global environmental problems, now considers diesel vehicles as environment-friendly. However, NOx (nitrogen oxides) and PM (particulate matter) are a problem.
Japan, too, has stiffened regulations on automobile emissions since enacting the Air Pollution Control Law in 1968. Though environmental improvements were seen, by the 1990s, urgent measures were needed to counter the increase in diesel vehicles which emit large quantities of NOx. Therefore, in 1992, the Automobile NOx Law * that regulated NOx in vehicle gas emissions was enacted. The law added emission standards for special types of vehicles like trucks and buses to existing regulations, with the objective of reducing NOx emissions in specially noted areas where existing emission gas regulations failed to improve NOx pollution. This constituted the first use of regulations that prohibited vehicles which could not clear the standard from being registered in the specially designated areas, and additionally helped spread the use of low-emission vehicles and introduced rationalization in the use of vehicles. After that, PM measures became an even bigger issue following a series of pollution related lawsuits including a well-reported case in Amagasaki. As a result, the Automobile NOx Law was partially amended ** in June 2001 and subsequently went into force in October 2002. The law contained numerous regulations by vehicle type, which were intended to encourage people to use lower NOx and PM vehicles, and even restricted the types of vehicles that could be used in metropolitan areas, namely Tokyo metropolitan area, Greater Osaka-Kinki area, Greater-Nagoya area or Aichi and Mie prefectures).

* Special Measures Law for the Reduction of Overall Quantities of Nitrides Exhausted from Automobiles in Specially Designated Areas
** Automobile NOx and PM Law, Law on Partial Amendment to the Special Measures Law for the Reduction of Overall Quantities of Nitrides Exhausted from Automobiles in Specially Designated Areas

Problems with PM removal systems in comparison to the use and effect of
A-112 and A-212

The PM removal systems stipulated in Tokyo ordinances are either a catalytic system or a DPF (Diesel Particulate Filter) system.

♦Catalytic system♦
This system replaces the catalyst that is mounted on vehicles.

-Problems-
1.	1. Because manufacturers came up with the product as a retrofitted system, it can only be used with certain types of compact cars and buses. A-112 and A-212 can be used with any type of vehicle.
2.	PM reduction rate is low (approx. 30~50%) and does not compare to the DPF system (60~98%). Using A-112 and A-212 increases reduction rate.

♦DPF system♦
This system uses a filter to directly trap PM.

-Problems-
1.	The system itself is expensive and can greatly add to the overall price of the vehicle. (The system can cost as much as \800,000 or $7,000 for a compact car.)
2.	The vehicle requires remodeling in order to operate the system. (High performance generator, etc.)
3.	The system requires space for mounting on the vehicle. (Hard to incorporate into small cars)
4.	Different types of DPF are needed for different types of driving. (Based on driving distance and driving speed)
5.	The system cannot remove NOx or removes only a little. Adding A-112 to fuel reduces NOx concentration by 12.3% on the average. NOx concentration can be further reduced by using A-212 in conjunction with A-112.
6.	Many systems do not remove HC (hydrocarbon). A-112 greatly reduces HC. An even greater HC reduction effect is achieved by using both A-112 and A-212.
7.	Some systems do not run on light oil. They require low sulfur oil. The reason why low sulfur oil is necessary is that fuel oil in the engine turns into SO2 after combustion, which impedes the formation of NO2 from NO and adversely effects the filter. With just A-112, SO2 is reduced 1.8% on the average, helping to lower fuel sulfur content and enabling the DPF to work more effectively.
8.	Some systems require complicated filter cleaning because of PM combustion. Using A-112 and A-212 reduces PM dramatically, thus prolonging filter cleaning cycle and, in particular, helping to minimize labor. Also, though some PDF systems are designed for short-distance driving of as little as 100 km, because A-112 and A-212 work on and reduce the PM itself, drivers will not only get more distance out of their filter and save themselves the labor of cleaning the filter less often, but also they can use their vehicle more efficiently. In comparison tests without DPF, the reduction in black smoke by using A-112 and A212 was visually recognizable. It was even plain to the naked eye that there was a reduction in the black smoke of continuous high load driving, which cannot be evaluated from vehicle inspection pollution tests alone, as well as inversely a reduction in black smoke when the accelerator was wide open.
9.	Test results have shown a loss in mileage. Since the filter is externally mounted as a PM countermeasure and not part of an internal combustion engine, it is easy to conceive that emission efficiency decreases, thus fuel consumption naturally worsens. Using A-112 and A212 improves the quality of the oil and fuel. It has been proven that A-112 improves combustion efficiency, while A-212 improves oil quality, whereby reducing frictional loss and improving compression. This reduces the drop in mileage, which obviously means an economical benefit, but also, because it saves on fuel, helps to conserve resources.
10.	Equipment lasts only so long. (The product of a certain company lasts 3 years or 100,000 km.) As was pointed out in 1, because the system itself is expensive *, it must at least be long-lasting. Because using A-112 and A-212 works on the PM, it does not load the system, which helps to prolong the service-life of the catalyst.
	* Though depending on the manufacturer, the system will cost somewhere around \1 million or $8,500 for a large vehicle.

Summary

Current PM removal systems present a number of big problems that have to do with regulations, the environment and economy, but using A-112 and A-212 can solve many of these.