Bitron Product Guide

1 Bi-Tron Global Product Guide Bi-Tron Marketing (NA) Ltd. (C) Copyright 2009 All Rights Reserved

TABLE OF CONTENTS 1 Introduction

Our Mission 2 Our Story 2

2 Senior Management Team 3

Management

3 How Does Bi-Tron Work? Introduction 5 Lubricant Types 7 Mechanism of Bi-Tron Lubrication 8 Sand and Grit 9 Bi-Tron Functions 9 Bi-Tron Advantages 11 Engine Design & Oil Requirements 11 Results When Using Bi-Tron 12 Where to Use Bi-Tron 12

4 Bi-Tron Savings Oil Life 16 Reducing Maintenance 16 Fuel Systems 16

5 Professional References Reference Letters 17

6 Lab Testing Third Party Test Data 22

7 Client Results Client Result Summary 33

8 Bi-Tron Guarantee Product Quality & Warranty Information 34

9 Appendices More Information 35 Comprehensive Lab Test Data 36

BI-TRON GLOBAL Product Guide + Test Data

More info Contact Alex W Fraserjars924 @ me.com1-866-517 2113 or 250-338-6334http://freegas.bitronglobal.com/about_bitron.html

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Bimcoen1 -Tron oil products use advanced

olecular engineering to create a mpletely new class of lubricant hancers.

Introduction Bi-Tron Global owns the exclusive rights to a proprietary and revolutionary ‘Next Generation’ lubrication technology that can significantly reduce harmful exhaust pollutants while increasing fuel efficiency and overall performance. By reducing friction, Bi-Tron can improve the efficiency of your equipment; allow more complete fuel combustion thereby releasing more energy, while reducing harmful emissions.

Bi-Tron products will not void any

manufacturer’s warranties and are sold with a 100% retail customer satisfaction,

money-back guarantee! Bi-Tron oil products use advanced molecular engineering to create a completely new class of lubricant enhancers. The Bi-Tronized oil forms a bond with the metal surface being treated. This reaction is even stronger where there is excessive heat build-up due to friction between two metal surfaces. Most conventional oils would be subject to thermal viscosity breakdown and would tend to flow away from these areas, exposing metal to wear. Bi-Tron goes directly to the wear points or hot spots so that protection is supplied where it is needed most. This coating reduces friction and helps to protect your equipment's parts under the most extreme conditions Bi-Tron products are regularly improved upon as a result of continuing research and development by leading chemists from the U.S., Canada, England and Australia. Many customers have saved, not just thousands, but hundreds of thousands of dollars by using Bi-Tron products.

Our Mission Bi-Tron is committed to providing the most effective products and professional service experience. We will be the trusted supplier of environmentally sound efficiency enhancing surface treatments, lubrication technologies and fuel combustion enhancing technologies.

Bi-Tron will be there to help your bottom line with products that are at the cutting edge of environmentally responsible technology.

Our Story Bi-Tron Marketing acquired the rights to a unique line of proven, environmental products in the summer of 2002, with previous sales of over $100 million since the technology was brought to North America from the former Soviet Union in the early nineties.

An experienced management team was formed, comprised of individuals with successful backgrounds in operations, technology, marketing, sales, and training. Corporate offices were established in Vancouver, British Columbia, along with warehousing and shipping facilities in Canada and the U.S. to support business operations throughout North America.

Our goal has always been to build a strong global organization where our customers receive products offering exceptional value. We believe that trust & integrity is the foundation of our business, and we will always strive to earn the trust and respect of all of our business associates.

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Continued… What is friction? By definition, friction is the resistance that is encountered when two solid surfaces slide or tend to slide over each other. What happens when friction is occurring? Friction breaks down the fluid film of the lubricant between the surfaces: produces wear or metal loss, scuffing, tearing and welding between the metal surfaces: releases energy in the form of heat, which can be adverse to the mechanism and contaminates the lubricants used. Moving parts are theoretically designed so that there is sufficient fluid pressure between the moving parts to keep these parts separated by this fluid film. This is what is called hydrodynamic lubrication (which can be compared to what is called hydroplaning, where under wet road conditions, the water that is sandwiched between the tire and road surface, under certain speeds, separates the tire from the road surface, giving the effect whereby the tire is gliding on a pressurized film of water) and is the ideal lubrication theory. Changes in load and speeds however tend to make this film thin, resulting in metal-to-metal contact. When this happens, the following phenomena occur between the metal surfaces: welding, scuffing and/or tearing, or absorbs heat; it starts to oxidize, resulting in an increase in viscosity (compared to new oil at comparable temperatures), acid, peroxide, carbon residue, sludge and asphaltene formation. As the oil oxidizes it becomes increasingly corrosive resulting in greater wear of metal surfaces. Marks’ Engineering manual states that “the process of oxidation becomes critical when oil is operating above 150°F (66°C). It is not uncommon to find lubricating oil sump temperatures in excess of 250°F (121°C). The rate of oxidation doubles for each 18°F (8°C) rise in temperature of the oil above 150°F (66°C) ". It is easy to see how susceptible the engine oil (especially in turbo charged engines) is to oxidation. Also, it is important to understand that the viscosity of oil decreases as oil temperatures increase, resulting in loss of ability to form fluid film between the metal surfaces, causing greater metal-to-metal contact. All of the above only serve to prove that friction is the greatest demerit inherent in internal combustion engines, transmissions and differentials. Lubricants are required to carry out numerous functions in order to provide adequate lubrication. Crankcase oils, in addition to reducing friction and wear, must keep the engine clean and free from rust and corrosion, must act as a coolant and sealant, and must serve as a hydraulic fluid in an engine with hydraulic valve lifters. The lubricant may function under high temperatures and in the presence of dust, water and other adverse atmospheric conditions as well as with materials formed as a result of incomplete combustion: it must be resistant to oxidation and sludge formation. Therefore, many lubricants contain many additives and agents to meet these demands, but completely adequate or perfect lubricants are not economically possible. If such oils were produced, your cost would be over ten times what you may now pay for every oil change.

Friction breaks down the fluid film of the lubricant between the surfaces: produces wear or metal loss, scuffing, tearing and welding between the metal surfaces: releases energy in the form of heat, which can be adverse to the mechanism and contaminates the lubricants used.

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Mechanism of Bi-Tron Lubrication

Continued… There is some evidence that there is a distinct hardening effect of the flattened and lengthened asperity tip surfaces by the sudden burnishing and polishing effect of the worn or seized surfaces. This healing of seized surfaces represents a remarkably valuable feature of this new oil. It means that incipient failures can now be slowed or stopped, allowing an extra buffer of time before ultimate failure. If greater loading and subsequent seizure should occur, Bi-Tron automatically compensates by continuously recycling the healing impregnations. As localized wear areas enlarge, the load is distributed over the larger area, and unit stress is reduced. The burnishing effect tends to reduce the coefficient of friction as evidenced by measurement with a motor-monitoring ammeter on a test machine. The damaged area, through the healing process, is almost as usable as before seizure, and exhibits amazingly low coefficient of friction. The surface hardening effect may be due in part to the quenching effect of the much cooler steel directly under the extremely thin friction surface, and in part to the ion implantation during the austenitic phase. This hypothesis needs more study, but seems to fit the empirical data.

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It is well known that when sand gets into conventionally lubricated bearings, there is an almost immediate grinding away or seizing of the mating surfaces. It is now known, from many tests in which sand is added to Bi-Tron treated oil, that conventional seizure does not occur.

Sand and Grit nd, or other abrasive grit, when introduced between sliding or rolling surfaces, creates an entirely different seizure

phenomenon than friction from microscopic asperity collisions of relatively smooth surface finishes. It is well known that when sand gets into conventionally lubricated bearings, there is an almost immediate grinding away or seizing of the mating surfaces. It is now known, from many tests in which sand is added to Bi-Tron treated oil, that conventional seizure does not occur. Furthermore, an ammeter monitoring frictional drag shows a momentary rise in consumed energy, possibly while the sand is being crushed; followed by a decrease in current draw, back to about the same level as before the sand was added. Particle size does not seem to be a major factor. Fine, powdery sand and grittier sand seem to react essentially the same.

Bi-Tron Performs Several Functions A. Our product is carried to the friction surfaces by the lubricant or fluid it is added to. If there is friction, the chemicals implanted into the hydro-carbon molecular chain of this product bond themselves molecularly to the metal surface. This bond is no thicker than the size of the average hydrocarbon (oil) molecule. It is not a "coating or a formation of a thick "film" but a chemical bond between the surface metal molecules and certain chemical components of Bi-Tron. When this occurs and metal contacts metal, the possibility of welding, tearing and scuffing of the metal surfaces are substantially reduced, and instead, by taking advantage of friction (movement, pressure and heat), the disparities in the metal surface are smoothed out. Our product does not remove metal, but folds over the peaks that are a cause of the metal-to-metal contact. By reducing the possibilities of metal tearing under contact, our product allows the metal surfaces to work against each other to gradually smooth each other out. Within certain limits, smoother metal surfaces means less friction and less friction means less heat released and less wear.


3

Bi-Tron Performs Several Functions

Continued… B. At the same time Bi-Tron begins to do its part in increasing the "slipperiness" between the surfaces. In effect, Bi-Tron is aiding the host oil in maintaining, as much as possible, the hydrodynamic fluid film between these smoother metal surfaces. Bi-Tron, under heated conditions, is an extremely strong hydrocarbon that is resistant to film shear and vaporization. It is capable of maintaining a state, somewhere between a liquid and a gas under high temperatures and pressures and therefore, more capable as high film strength lubricant. Imagine having a smoother surface protected by very strong slippery molecules of Bi-Tron. C. Our product contains certain dispersants whose primary functions are to assist in the process of treating the metal by cleaning your engine or other mechanisms. The more contaminants there are in your engine, (such as carbon, sludge, varnishes, etc.) the less efficient your engine performance is. This unique product breaks up these contaminants in your oil, removes them from surfaces they have adhered to, and suspends them in the engine oil. By doing so (as you change your oil) you eliminate the sludge that "reduces" the efficiency of your engine. D. Our product contains certain oxidation inhibitors that assist in keeping your lubricants free from acids. As the lubricants are subjected to oil shear, pressure and heat in the presence of oxygen, moisture and chemical by-products, acids begin to form, which then leads to corrosive action on metal parts. By reducing the internal heat in your engine, through reduced friction, we are helping to retard the oxidation process. As a safety measure, we have added these oxidation inhibitors to this unique product to assist and enhance the inhibitors already contained in your host lubricant. It is important to remember that oxidized oil is a poor lubricant and can actually increase friction, internal to the mechanism due to what is referred to as "fluid friction" or "oil resistance". To summarize what Bi-Tron is engineered to do, we would like to draw your attention to the following comments given by Marks’ Standard Handbook for Mechanical Engineers: "The ideal theory for lubrication is that of hydrodynamics. In engineering practice it is usually desirable to design a mechanism to operate with a fluid film separating the surfaces. This hydrodynamic lubrication occurs when the pressures developed in the converging fluid film are sufficient to support the load ... Often in actual practice, the regimes of operation under conditions in which hydrodynamic films are too thin, so that surface irregularities interact. For example, when the motion between the surfaces approaches zero (during standard stop). When the severe shock loads are applied (sudden increase/decrease in speed or RPM and when heavy loads are carried by the mechanism), or when viscosity is reduced (due to high temperatures), the complete (or hydrodynamic) lubricant film cannot be maintained between the surfaces, and metal-to-metal contact occurs. Under these incomplete (boundary) lubrication conditions, extreme pressure (EP) agents are used to provide a measure of safety". What Marks Handbook is stating is that extreme pressure agents are necessary to the performance of a mechanical system that depends on fluid lubrication. Unlike many other products on the international market, what our product does is that (during its metal treatment stage) it takes advantage of the friction produced due to lack of complete (hydrodynamic) lubrication. To keep these surface irregularities (metal peaks) from tearing or welding, it will smooth them out (or fold them over), resulting in a smoother surface. When this occurs, friction is reduced, less heat is transferred to the lubricant and efficiency is increased. From this point the paraffins begin to do their part in enhancing the host oil's ability to maintain complete lubrication on a new, smoother surface. The dispersants and oxidation inhibitors begin to do their part in cleaning the mechanical systems, and keeping them free from acids and oxides. The result is a healthier mechanism.


3

How Engine Design Affects Motor Oil Requirements Through the years, the general trend in engine design has been to limit the physical size of the engine while increasing its useful output. Until about 1970, this increased output was obtained mainly through higher compression ratios. This resulted in higher cylinder pressures and temperatures which required the motor oil to do a more efficient job of minimizing engine deposit formation. The higher combustion pressures also placed greater loads on rings and bearings, making lubrication of these parts more difficult. The adoption in recent years of progressively stringent exhaust emission controls has reversed the trend to higher compression ratios. These ratios have declined to provide for the use of lower octane, unleaded gasoline. This became necessary when catalytic converters were installed on most 1975 model cars to meet the strict exhaust emission limits. During this same time period, there has been a steady rise in the demand for subcompact cars with smaller 4- and 6-cylinder engines in an effort on the part of the consumers to conserve energy and reduce fuel costs. There has been a significant increase in the use of diesel engines with their somewhat different lubricating oil requirements and improved fuel utilization, too. This demand for improved fuel economy is continuing. These changing trends, along with changes in engine design, have made new and more severe demands on lubricating, oil. Engine modifications for emission control, such as positive crankcase ventilation (PCV), exhaust gas re-circulation (EGR), spark retard and leaner air-fuel ratios, as well as the increasing use of power accessories (air conditioning, power steering), have resulted in higher under-hood temperatures and in more severe engine operating conditions. All of these factors have added to the burden that the lubricating oils must carry in order to maintain satisfactory engine performance. To get more fuel mixture into - and therefore more power out of - the cylinders, the "breathing capacity" of engines has been increased by using larger valves that open and close more rapidly. These require stiffer valve springs. Cams have been narrowed to increase engine compactness.

These design changes have not only affected engine performance, but also have increased the loads on cams, valve lifters, push rods, rocker arms, and valve stem tips. Prevention of rapid wear, scuffing, surface fatigue, and flaking became more difficult. Cam noses were sometimes worn away necessitating expensive camshaft replacement. Today, problems can be virtually non-existent when properly formulated, high-quality lubricants are used in accordance with manufacturers' oil type and change recommendations.

Bi-Tron’s Exclusive Advantages

1. Extraordinary bonding effect due to its ionic charge, which means that our oil molecule will not easily "drain away" when the engine or other machine is stopped. Instead, it will cling to the metal surface, and greatly reduce "dry start" wear phenomena.

2. Ability to impregnate the surface crystal structure of metals, which cannot then be destroyed without its immediate automatic replacement.

3. The surprisingly lower friction values, which remain essentially permanently in the treated metal surfaces.

4. Its constantly replaceable hardening and healing effect on friction worn surfaces.

This very unique “Metal Treatment" product is not an Additive. Additives are intended to improve or enhance the performance of the lubricant itself as their main focus. It is a Metal Treatment product whose primary purpose is to help in resolving the root cause of friction, namely the surface irregularities found on mechanical components or parts. Our product does not contain, in any form, solid or semi-solid particles such as graphite, molybdenum, lead, copper, ceramics or PTFE. It is not a viscosity enhancer. It is in fact a much-needed advancement in the field of lubrication engineering.


3

Net Results When Using Bi-Tron Metal Treatment

1. Reduction of "friction horsepower" equals a gain in actual torque to the wheels.

2. Reduction of friction equals a decrease in actual running temperatures.

3. Reduction of temperatures equals a decrease in actual running temperatures.

4. Reduction of the oxidation rate equals a decrease in the corrosion tendencies within the system.

5. Reduction in friction equals smoother and quieter operation, with less stress to the driver and passengers.

6. Reduction in friction equals greater mechanical efficiency, which could mean better gasoline/diesel fuel efficiency.

7. Reduction in oil temperatures equals a decreased loss of viscosity, which results in better hydrodynamics and less oil consumption.

8. Reduction of friction, and smoother metal surfaces, equals improved seating between piston rings and cylinder walls, less oil consumption, less leakage of combustion by-products from combustion chamber into the lubricant system, less wear of metal surfaces and possibly a decrease in compression loss (less blow-by).

9. Oxidation inhibitors and dispersants keep your system clean and free form contaminants such as carbon, sludge, resins, varnishes, etc.

10. Reduction in oxidation and contaminants equals healthier seals, rings, o-rings and gaskets due to more stable neutral lubricant conditions.

Where to Use Bi-Tron Products Keep in mind that our product can be used with benefits wherever friction is found. The rule-of-thumb for mix percentage is 6% by volume. In certain cases, it might be advisable to use up to 10% when extra-quick response is required. However, the average is 6%. Some applications are: Internal Combustion Engines (Gasoline, Diesel, Natural Gas and Propane) One treatment lasts up to 15,000Km (9,321 miles). Roughly speaking, a person should add another treatment with the first oil change on or after 15,000Km (9,321 miles). Caution: In the event that Bi-Tron product is added to a dirty engine, the dispersants will suspend much of the residue in the engine oil after a very short time after Bi-Tron is added. This oil should be changed after 1,500 - 2,000Km (935 - 1,250 Miles) and an 8oz bottle of our product should be added. The customer might claim that Bi-Tron dirtied their oil. Please remember that the contaminants made the oil dirty, not the Bi-Tron product. The customer should understand that this specially developed and unique product actually performed a service for them that their standard engine oil could not, thereby freeing their engine of harmful contaminants. Depending on the distance driven, type of engine and displacement, etc., treatment results could be as follows:

a) Vehicle response gives a feeling of being “light " and "quick" b) Smoother rise in RPM c) Better fuel efficiency d) Increased top end RPMs e) Increased idle RPMs f) Less decrease in speed going up a hill at a constant accelerator

pressure. Many users have claimed they could now negotiate hills without downshifting.

g) Quieter and smoother engine h) Overall improved engine response and quicker acceleration i) Easier cold weather starting than previously experienced j) When rings are fouled or frozen, the car uses oil. Dispersants

in the engine should release these fouled or frozen rings, which could decrease oil consumption.

Caution: In some cases, if the engine is very dirty the user might complain that their car uses more oil after adding our product or that idling RPMs and smoothness has decreased. In this case, the contaminants have made the engine oil too thick and there is "fluid friction" taking place. Again, the problem is contamination from sludge, varnish and resins, etc., and not Bi-Tron. The oil in this case should not be changed as soon as possible and an 8oz bottle of Bi-Tron Engine Formulation should be added.


3

Where to Use Bi-Tron Products Continued… Manual Transmissions Powertrain & Gear Formulation 6% mix by volume should be added. One treatment should last for 1 - 2 years, or according to service instructions for changing transmission oil. If the transmission oil is changed, another treatment should be made with our Bi-Tron Powertrain Treatment product. Treatment results should include:

1 Gears should shift more smoothly 2. Before engine is started, shift gears, compare feeling before and after Bi-Tron Powertrain product is added,

the "catching or corners" felling should have been reduced as you shift through the gears. In other words, shifting is quicker and without "grabbing".

3. Less vibration of the gearshift might also be evident. 4. Less torque loss in transmission translates into an increase in actual power to drive train. 5. Automatic Transmission: - 6% Powertrain mix ratio, by volume, depending on the type of ATF and

transmission. Contrary to what you might think, this will not cause "slippage" in either manual or automatic transmissions. On the contrary, smoother and improved gear changes will be experienced.

Treatment results could include:

1. A very slight decrease in viscosity 2. Reduced transmission leaks by keeping seals soft and pliable.

Caution: Bi-Tron Powertrain product will not restore seals already hardened and cracked. 3. Smoother, faster shifting by keeping the valve assembly clean. 4. Reduction of transmission gear howl and vibration. 5. Keep in mind that the major cause of transmission failure is friction and heat. Bi-Tron Powertrain product

will assist in the protection of the automatic transmission from these harmful elements and reducing the heat buildup which destroys the effectiveness of the fluid.

Differential, Gears and Transfer Cases (regular and non-slip)

Mix ratio is 6% Bi-Tron Powertrain by volume. Differentials are subjected to considerable heat and friction due to the loads and stress of hypoid gears. Laboratory and actual use tests have proven that our product could decrease internal oil temperatures in differentials anywhere from 5-20°C (41-68°F) requires a tremendous investment in engineering design and super-finishing of gear teeth surfaces and tempering. Treatment results should include:

1. Reduction in operating temperatures. 2. Reduces differential noise (gear howl).

Caution: Bi-Tron Powertrain product is not intended for gears that have sheared or on the verge of lock-up, unless it is due to overheating and has not yet resulted in welding.


3

There are many other areas where friction can be a source of problems. Many engineers have used their imagination to find new ways of utilizing the many conducive properties of our product. Note: Before uses in applications other than printed, please check with Bi-Tron Corporate Headquarters. General Words of Caution A. Bi-Tron has been especially developed for today’s high-performance engines and mechanisms. For this reason, we have given our product a stronger extreme pressure (E.P.) chemical package. Therefore, we have found that our standard mix ratio is 6% by volume to the lubricant treated. In some cases, it might be necessary to increase the mix percentage to as high as 15%, depending on the conditions. If satisfactory results are not achieved contact Bi-Tron Headquarters for recommendations. B. Our product is not a cure-all for mechanical problems. In some cases, Our product can aid in reducing noise levels for scarred or worn surfaces, but this benefit cannot be guaranteed. C. Our product can be added to most petroleum, mineral and synthetic lubricants. It is not intended to be added to vegetable or animal based oils for any reason as it could result in increased wear. D. In some cases, the addition of our product could result in increased idling RPM. If this should occur, wait for 500-700km (300-450ml) of driving after the product has been added, then readjust idling RPM, to the manufacturer's recommended setting to maximize fuel economy.

We are confident that the customer will be satisfied with our product.

This unique and proven product can be a tremendous boost to the

efficiency of your automobile or equipment.

Where to Use Bi-Tron Products Continued… Manual/Power Steering Units Mix ratio is 6% Powertrain by volume. Treatment results should include:

1. Easier steering maneuvers. 2. Increased pump flow in worn or dirty power steering units.

Note: Our product is not intended to restore mechanical failure. Wheel Bearings/Universal Joints Use 29ml (1oz) Bi-Tron Powertrain per bearing or joint. Their optimum life can be increased with smoother rotation through reduction of heat and friction. Caution: Not intended for bearings that are gouged or seized. However, in certain cases, the addition of our product could keep them running, for a short period, until replacement can be promptly made.

Air Conditioner Compressors Mix ratio is 3% Bi-Tron Powertrain by volume or 14ml per liter or 1oz per U.S. qt. whichever is less. Air conditioner compressors are a tremendous source of power-draw on engines. Bi-Tron can be added with the coolant gas on the low-pressure side. Before adding, please check with your service technician for assistance. Treatment results should include:

1. Up to 10% increase in P.S.I.G. 2. Temperature drop of 15 -10 C (59-68 F) 3. Up to 20% drop in amperage draw 4. Quieter, smoother running compressor 5. Less evidence in up and down vehicle engine RPMs

Caution: Not intended to prevent loss-of-friction problems, except where lack of seal lubrication is causing leakage.

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4 Bi-Tron’s line of metal treating lubricants

and fuel treatments can have a dramatic impact on maintenance cost and downtime reduction.

How Can Bi-Tron Reduce Downtime? Equipment downtime is a critical issue for any maintenance department and can dramatically impact key performance indicators such as utilization and overall productivity. Bi-Tron’s line of metal treating lubricants and fuel treatments can have a dramatic impact from several angles. Oil Life Extensive testing and experience has shown that after the initial treatment of an engine or piece of equipment oil analysis shows significantly lower levels of wear metals at regularly scheduled sampling times. This can, at the discretion of the operator, and within warranty guidelines, be used to extend the intervals between oil changes. This not only reduces the volume of oil required but the scheduled downtime to perform the maintenance. After the initial treatment of an engine with 10% of Bi-Tron’s Engine Treatment it is common for the oil to become dirty quite rapidly as a result if the Bi-Tron metal treatment displacing hydrocarbon build up from the metal surface. It may be necessary to replace the dirty oil sooner than otherwise and replace with new clean oil and retreat with 5% Engine Treatment. It may also appear that the wear metal content in the initial sample was dramatically higher than expected. This is normal and is due again to the cleansing effect of the Bi-Tron Treatment displacing per-existing wear metal accumulations. Reducing Long Term Maintenance Bi-Tron has been proven to reduce friction and therefore temperatures and wear between metal surfaces. Almost regardless of the equipment it will be possible to determine reductions in vibration, noise and often operating temperatures. Reductions in these measurable factors gives a strong indication that equipment life will be extended, sometimes quite dramatically more than would be expected, given the engineered parameters. Every piece of equipment is going to be slightly different as will the uses so it is difficult to put precise reductions and savings suffice to say in independent testing wear can be shown to be reduced significantly compared to conventional lubricant alone. Fuel Systems Ultra Low sulphur diesel has significantly lower lubricity than its precursors. This has manifested itself in problems with fuel pumps and injectors. Bi-Tron’s fuel system technologies protect both items significantly more than even the older fuels were capable of. Bi-Tron is actually being used as the additive of choice at the pump by a major fuel retailer and wholesaler in Australia. Some biofuels due to their higher hydrocarbon emission caused significant carboning challenges to the emissions scrubbing components. Bi-Tron has seen significant evidence that not only are hydrocarbon emissions reduced but the exhaust components become significantly less prone to accumulations of hydrocarbon.

Bi-Tron has been proven to reduce friction and therefore temperatures and wear between metal surfaces. Almost regardless of the equipment it will be possible to determine reductions in vibration, noise and often operating temperatures.

Bi-Tron’s fuel system technologies protect fuel pumps and injectors significantly more than even the older fuels were capable of.


5 Bi-Tron’s line of metal treating lubricants and fuel treatments has been proven in the field as well as in the lab as the following professional reference letters show.

EMISSIONS TESTS (Chemical Solutions Consultancy International) Test Laboratory Feedback

“I Christopher Malyszewicz of "Chemical Solutions Consultancy International" have tested the Bi-Tron range of products and am satisfied that they are the best petroleum products available in the world.

They have been specifically formulated to meet the European and American markets and hence the brilliant performance and fuel savings they give when used in conjunction with each other.

They have proved to dramatically lower the smoke emissions by improving combustion, hence power and performance. This in turn will give automatic fuel savings of between 8 - 10% guaranteed by the emissions test.

I am satisfied with the overall performance and chemical characteristics of the range that they meet all standards of compliance and regulatory details for worldwide patency.”

Yours Sincerely,

Chris Malyszewicz BSc.Hons. Chem., Bio., Leics. England

ADVERSE EFFECT TESTS (Chemical Solutions Consultancy International) Test Laboratory Feedback

“I Christopher Malyszewicz of "Chemical Solutions Consultancy International" have thoroughly examined the range of the Bi-Tron products for corrosion and metal attack, and have found them well compromised with Calcium Sulphonate buffers which neutralize any acid residues.

Hence NO damage would result in ANY engine whether it is Petrol or Diesel as regards mechanical or chemical damage, correlated with the Bi-Tron range of products, as they are considered innocuous towards the engine.

I am satisfied with the overall performance and chemical characteristics of the range that they meet all standards of compliance and regulatory details for world-wide patents and will not cause any damage whatsoever to Petrol or Diesel engines.”

Yours Sincerely,



5

PERFORMANCE TESTS (Chemical Solutions Consultancy International) Test Laboratory Feedback

“With over fifteen years experience in Chemical Research & Development and having consulted for such world renowned companies as Cosworth-Technology, Boeing Aircraft, British Airways, Britannia Airways, Monarch Airways, Birmingham European Airways and Biogard Chemicals UK. I have had the opportunity to evaluate many products that claim to make an improvement to the environment and save energy.

I heard about the Bi-Tron range of products through a colleague. Needless to say I approached these products with a degree of cynicism, but to my amazement I saw for myself what these products were capable of.

In my opinion the Bi-Tron range of products are the most efficient and highest performing products on the market today. I do not say this lightly; I have tried and tested the Bi-Tron range alongside its competitors with the most sophisticated equipment available. I am completely satisfied that they are the best petroleum based products available anywhere at present. The Bi-Tron lubricants have the ability to raise the friction reducing properties of gear and engine oils far beyond their natural threshold.

The Bi-Tron fuel conditioners have proved to dramatically lower harmful emissions by improving combustion, resulting in increased efficiency and performance. This will give automatic savings of between 8-10% in fuel consumption guaranteed by the emissions test. The environment needs products like Bi-Tron that reduce un-burnt Hydrocarbons and high levels of Carbon Monoxide from petrol and diesel engines.

All the components used in the Bi-Tron range of products are carefully selected to meet the stringent requirements laid down by the E.P.A. and the European Commission.”

Regards,



5

OIL ADDITIVES Bulletin by James Richmond

“People ask us all the time, “Why do I need an oil additive?” Back in the early 1900’s when the auto industry was young and the giants like Henry Ford ruled the roost, motor oil was almost straight out of the ground. The only items early oil manufacturers removed during the refining process were gasoline and kerosene. These early oils were much different than what we buy at our corner auto store today. In the days before World War II, there were no high tech demands on the oil industry. You see, many of you may not be aware that jet fuel, plastics, and most synthetics come from refined oil. During the refining process of modern day oils these higher priced by-products are removed first and what is left over is made into the motor oil you and I buy at the corner store. These modern day demands on oils remove many of the natural additives and minerals that were put there by Mother Nature. Today’s oil is nothing more than a carrier system for the additive packages that the oil manufacturers add at the refining plant. This is a far cry from what our great grandfathers bought many years ago. You need to understand that modern day motor oils are produced only after all the other items, like plastics and synthetics, are removed. Then they start the process of adding their own chemical additive packages to bring the oil up to a minimum specification. These specifications are governed by the Society of Automotive Engineers (SAE). Bear in mind that these minimum specifications are only met by the oil when it is newly off the shelf. The moment you start your car the additive package in your oil starts to wear out. In fact, it is the additive package that wears out, not your oil. That's one of the reasons the manufacturers require you to change your oil so often. Some oil manufacturers are reverting back to using higher grades of base stock oil without removing the heating oils and jet fuels. But these oils are offered at much higher prices and normally sold to racers and auto specialty companies. Bi-Tron coats the metal in your engine with a protective layer. Bi-Tron is actually attracted to areas of friction and heat that may be caused where your oil is breaking down and can no longer provide effective lubrication. Given that oil companies manufacture oil additive packages that only meet the minimum requirements, if you want to protect the second largest investment of your lifetime, namely your automobile; you need to put Bi-Tron in your vehicle.” James English Automotive Industry Consultant & Chemist


5

TODAY’S OIL CHANGE Bulletin by James Richmond

“Before you change the oil in your car, you need to be aware of a few things that the average driver isn’t. Non-synthetic motor oils are made to a performance specification and are not a formulated product. Motor oil is made from what is left over after all the other chemical products have been removed. Each batch of base stock oil is different because it comes from different oil wells in different parts of the world. This difference means the “Oil Manufacturer's Additive Package” that will be added to the base stock oil will be different for each batch. California oil vs. Saudi oil is much different and the “Oil Manufacturer's Additive Package” is also different. So, what does this mean to me? Well most people think that when they buy a brand name oil, let's say a 10-30 type, that if they buy that bottle in Boston it will be the same as a bottle purchased in San Diego. With non-synthetic motor oil being a performance specification and not a formula, the additive packages in each of these two bottles we are talking about may or may not be same. Oil is made in different plants and different parts of the country, and different parts of the world for that matter. This means that to meet the minimum specification set forth by the auto manufacturer you would have to make sure the “Brand Name Oils” all came from the same lot. Look on the bottom of each bottle and you will find the lot number along with many other numbers that are used for pricing and transportation. Say the bottle you buy in Boston has a 1234 lot number on it and the one you buy from San Diego has a lot number 5678. If you mix these two bottles of motor oil, with these two different lots numbers, from the same oil company with the same brand name and viscosity, it will not meet the minimum performance specification. Because the “Oil Manufacturer's Additive Packages” are different. I ran the following test in a laboratory setting using state-of-the-art engine test equipment and I found that mixing lot numbers does affect the outcome of how the oil performs. I bought cases of oil and randomly picked bottles of oil out of the cases and mixed them together and put them into a 3.8L GM test engine. We failed on two occasions to meet the baseline requirements of the auto manufacturer's performance specification because we mixed lot numbers. We, as auto engineers, were also unaware of this problem, and then when we mixed bottles with the same lot numbers we passed the minimum specification. So if you change your own oil, you will now have to look at the bottom of each bottle and make sure you buy a case of oil with all the same lot numbers to assure you meet the minimum performance specification. What happens when you take your car to a quick oil change place and they pump the oil out of their underground tanks? When the auto dealer or quick oil change place buys in bulk, let's say 10W-30 oil, it may be from different batches and blended before it even gets to the auto dealer or quick oil change establishment. One thing for sure is that it’s going to be mixed with other oils when they dump the new oil on top of the oil left in the bottom of the tank. This mixing of oils and lot numbers just took a major turn for the worse because now the oil that was pumped into your car may come from many different manufacturers and a variety of lot numbers. This brings us to the use of Bi-Tron products in your car. With the secret out about lot numbers you need to have a high quality oil treatment like Bi-Tron in your car. Without it you will not meet the performance standards set forth by the auto manufacturer because the lot numbers were not the same. This mixing of lot numbers causes the oil additives packages in the oil to cancel each other out in some cases. To make sure that your car meets the performance standard you will need an additional oil additive that is compatible with the oil in your car. Bi-Tron products can step into the void and perform to meet this need.” James English Automotive Industry Consultant & Chemist


5 TURBO CHARGES & HEAT Bulletin by James Richmond

“Now you own a turbo and no one told you about the additional heat? Most people who buy high performance smaller engines don’t even know they just bought a turbo. Not every person that buys a turbo is a teenager looking to become a street racer. Well you may be surprised to find those same engines in a great number of “run-of-the-mill” vehicles. Soccer moms and seniors who want a smaller four-cylinder engine just bought their first turbo. Turbos are everywhere in today's auto manufacturers' engine offerings. These turbos create a unique problem that most consumers don’t know about compared to a normally aspirated engine, and the problem is additional heat. Heat that you don’t have to deal with in non-turbo engines; heat so great that turbos are now normally water-cooled. In the past, many were air-cooled. GM, for example, had to give up on air-cooled turbo engines because consumers burned up their engines. In traffic back-ups and those hot summer trips, turbos (the older air-cooled type) just didn’t make it. I had two of them when I worked for GM and I fired both of them. So you need to find out what type of turbo you have before you take that trip to downtown on a hot sunny day. Before we go much further with this, you need to understand that increased heat affects your engine in many ways. These effects are not just all internal. This heat affects your engine and your oil. Oil in turbo engines is under greater stress and these oils break down faster in turbo engines. Are the people driving cars around you aware of the increased engine heat? We don’t think so. How does owning a turbo affect your oil? You must understand that maximum lubrication is a must for these types of engines. Having minimum oil protection can be deadly to a turbo engine. If you question this all you need to do is………………………. Look at your Tachometer! It will tell you what’s happening on the inside of your engine. Most new turbos don’t kick in until about 2500 rpm. Look at your tachometer at 65 or 70 miles an hour. The same, about 2500 rpm. What does this tell you! To get the increased acceleration from a light, or when merging onto a freeway, you need to kick the turbo in, to do that you need to run the engine at 2500 rpm, the same rpms you need to run your car at 70 miles an hour. Common sense will tell you that this increase in rpm will affect your engine in a negative way. More rpms mean more heat and more wear and tear on your engine. These four-cylinder turbos will give you the pick-up and pep like a six cylinder, but what affect does it have on the longevity of your four cylinder engine? The affect of the heat and the acids created by the breaking down of the oil will increase wear on these little engines. These little four-cylinder engines have to compete with larger engines in day-to-day driving. Because of the strain and the additional wear these little engines normally give poorer performance after 30,000 miles. These engines need Bi-Tron. Bi-Tron will not break down like conventional motor oils. It will prevent the oil from losing its lubrication ability and the additional lubricity caused by Bi-Tron will help stabilize the engine oil mixture. Additional heat needs additional lubrication and Bi-Tron can deliver that to you.” James English Automotive Industry Consultant & Chemist

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FUEL CONDITIONER Illustration 6

Emission Decrease: 11.8% Hydrocarbon Emission Reduction 14.7% Carbon Monoxide Emission Reduction

Bi-Tron Fuel Conditioner sample was supplied to an independent third party testing lab located in the United States. Illustration 6 shows impressive emission decreases (11.8% & 14.7%) after using Bi-Tron Fuel Conditioner for 100 hours. Again, the results are based on Fuel Conditioner use only. Treatment with complete product line would likely yield greater reduction in emissions due to reduced friction.


6

FUEL CONDITIONER Illustration 7

Fuel Economy Increase: 3.2% Federal Test (FTP-75) Procedure Economy Increase 1.6% Standard Highway Test Procedure

Bi-Tron Fuel Conditioner sample was supplied to an independent third party testing lab located in the United States. Established US EPA test procedures were used to test the product. Illustration 7 shows impressive fuel economy increases when using only Bi-Tron Fuel Conditioner for 100 hours. Again, the results are based on Fuel Conditioner use only. Treatment with complete product line would likely yield greater fuel economy increases due to reduced friction and improved overall performance.

6 FUEL CONDITIONER Illustration 8

Illustration 9

Sample of Bi-Tron Fuel Conditioner was supplied to a third party lab, located in the United Kingdom, for emissions testing. Test performed was United Kingdom Department of the Environment (DoE) – Commercial Vehicle Smoke Emission Test. Test was taken 3-4 minutes after additive application. Only Fuel Conditioner was used. Exhaust smoke at max revs is analyzed on a DoE calibrated smoke analyzer. The “Pass Value” is opacity of 2.50m-1. Illustration 8 shows the reduction in smoke emissions achieved from the application of the additives. Bi-Tron Fuel Conditioner outperforms one of its main rivals (“Competitor”) by a considerable amount and significantly lowers standard pump diesel emissions. Second test was performed using United Kingdom DoE – Petrol Vehicle Smoke Emission Test. The engine is revved to 2500 revs. for twenty seconds. A reading is then taken at idle over twenty seconds and a mean figure is computed. Only Fuel Conditioner was used. Illustration 9 shows the reduction in Carbon Monoxide emissions achieved from the application of the additives. Bi-Tron Fuel Conditioner outperforms one of its main rivals (“Competitor”) by a considerable amount and significantly lowers standard pump gasoline emissions.


6

Illustration 10

Illustration 11

FUEL CONDITIONER (cont…) Illustration 10 shows the reduction in Hydrocarbon emissions (ppm – parts per million) achieved from the application of the additives. Bi-Tron Fuel Conditioner outperforms one of its main rivals (“Competitor”) by a considerable amount and significantly lowers standard pump gasoline emissions. OCTANE BOOSTER Bi-Tron Octane Booster sample was supplied to an independent third party testing lab located in the United States. Established US EPA test procedures were used to test the product. The data in Illustration 11 shows the performance benefits that can be expected from use of only the Bi-Tron Octane Booster (BOB) fuel additive. Further gains are expected when the full product range is used. Bi-Tron Octane Booster on its own increases horsepower (red line) by a significant margin (more than 5hp) over the established vehicle baseline (black line). An improvement in engine horsepower can be used to either improve acceleration, or to accelerate as usual but at reduced throttle settings. When used in the latter mode the net result is an improvement in fuel economy.


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7 Bi-Tron Customer Result Summary

Due to the large volume of information available complete details can be found online at www.extremelubrication.com


Mining Quarry Client added Bi-Tron Engine Treatment to a diesel generator after it was in service for 5,000 hours. They reported an average of 10% reduction in fuel consumption within a few weeks. 1. The quarry spent US$7,690 on Bi-Tron products. They estimated savings of at

least US$150,000 on repairs, fuel and oil consumption. 2. After 30,000 hours, the engine in question was taken apart. All the pistons had

piston-skirts and piston rings completely clean of any build-up. The rings looked like new and did not have any wear whatsoever. Pictures can be seen online.

Asphalt Quarry A diesel engine, in which Bi-Tron had been used for almost 3 years, was taken apart. No traces of wear were found and the engine parts looked completely clean and almost new. Additional tests were done and showed amazing oil characteristic retention. Client reported this as not common under normal circumstances.

Dragster Engine

One piston was taken out of a dragster engine after 70 runs without Bi-Tron. The piston skirt has a severe scuffing. Another piston was taken out of an engine after 350 runs with Bi-Tron. The piston had no signs of wear, was completely clean, and all the friction surfaces were polished. Pictures can be found online. Taxi Cab Fleet Client’s cabs were treated with Bi-Tron according to instructions and road-tested for two days with the following results:

1. Compression readings ranged between 149 and 154 (Note: 154 is equivalent to that expected from a brand new engine). 2. Increased power and performance were reported by the drivers. 3. The Bi-Tron treated cabs ran quieter and smoother. 4. The average operating temperature was reduced by 20 degrees 5. Drivers reported mileage improvement 6. An engine treated with Bi-Tron was disassembled and inspected. It was found clean, had no build-up and the surfaces appeared to be polished. As a result of the above, they are now using Bi-Tron in the entire fleet.

Machine Shops A client reported that with Bi-Tron there has been no maintenance performed but to fill the oilers. Taking into consideration the cost of Bi-Tron that was used per year the savings reported by the client were US$25,300. Another client was able to increase feeds and speeds in some cases as much as 50% and at the same time, improve surface finish and extend tool life by up to 3 times. Probably the most dramatic result experienced is the elimination of aluminum bonding to cutting tools even when cutting dry (i.e. no coolant).


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Bi-Tron Product Guarantee You Warranty is Protected

Bi-Tron lubricants are a unique 100% guaranteed pure petroleum-based metal treatment that is compatible with all motor oils, including synthetics as well as hydraulic and transmission fluids. Bi-Tron is not intended to replace the oil in your engine or the fluid in your transmission. Engine oil, for example, contains a package of oil additives designed to perform a variety of tasks crucial to engine performance. Unlike many oil additives and engine treatments, Bi-Tron will not interfere with engineered tolerances and cannot adversely affect engine performance. Bi-Tron contains no solids of any kind. It contains no plastic particles or P.T.F.E. resins (Poly Tetra Fluoro Ethylene also more commonly known as Teflon™). It contains no molybdenum disulfide or any potentially toxic and environmentally hazardous metals such as copper or lead or any other metal.

Bi-Tron Global does not endorse deviating in any manner from the manufacturer’s maintenance guidelines especially with respect to frequency of oil changes. Failure to regularly change your oil can result in the voiding of a manufacturer’s warranty. Using Bi-Tron products to reduce wear and improve lubrication CANNOT void a warranty. Your warranty actually covers the quality of material and workmanship that went into assembling your equipment/vehicle. Protecting the moving metal parts in your equipment/vehicle with a protective lubricating layer cannot void that warranty. Generally it is not that oil is worn out that requires oil changes; more often it is that the package of additives in the oil will have been exhausted and require replenishment. In summary Bi-Tron may extend the useful life of the base lubricant and allow it to work better for longer but we DO NOT recommend deviating from manufacturer’s warranty guidelines. Bi-Tron Fuel Conditioner is a non-extractable and ash-less conditioner that serves as a multi-functional lubricant, and conforms to EPA regulations when used in diesel fuel. It is non-corrosive and contains no solids. Bi-Tron Fuel Conditioner is EPA registered. Bi-Tron Fuel Conditioner is compatible with all grades of fuel; gasoline and diesel, heating oils etc. but may not be totally miscible with crude, heavy bunker C grade fuel.

Use of Bi-Ton cannot void any manufacturer warranty. A warranty covers the material and workmanship put into the equipment warranted. Improving on the minimum lubrication requirements recommended to allow equipment to survive the warranty period cannot negatively affect either the material or the quality of the

assembly.

Bi-Tron carries extensive, and in 15 years untouched, product liability insurance.


9

APPENDICES

More Information

Bi-Tron Global North America Corporate Office

Bi-Tron Marketing (NA) Ltd. #100 - 12031 Horseshoe Way Richmond, B.C. V7A 4V4 Canada TOLL-FREE: 1 (877) 8 BI-TRON (North America only) Local Phone: (604) 244-8999 Local Fax: (604) 244-8779 E-mail: [email protected] Hours of Operation: Monday – Friday 9:00 am to 5:00 pm (PST) Websites www.bitronglobal.com www.extremelubrication.com www.extremelubrication.com.au www.bitronglobal.biz MSDS/WHIMIS www.extremelubrication.com

http://www.bitronglobal.com/

http://www.extremelubrication.com/

http://www.extremelubrication.com.au/

http://www.bitronglobal.biz/

http://www.extremelubrication.com/

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Comprehensive Third Party Testing The following is a comprehensive summary of third-party tests performed on the Bi-Tron Engine Treatment. Results in each category dramatically support Bi-Tron’s claims of friction and wear reduction along with improved performance, improved fuel economy and reduced emissions. Tests were performed on light duty engines as well as heavy duty commercial engines. More than 20 tests were performed with well over a 100 different types of performance markers measured while following established industry testing protocols.

Light Duty Engines, API Service Category SL


TEST DESCRIPTION Requirement

Test Results Reference Motor Oil Valvoline Max Life 10W-30 / 15W-40

Test Results Reference Motor Oil With 10% Bi-Tron

Sequence IIIF (Wear and oil thickening) a. Kinematic viscosity, increase at 400C max, 275 % 80% to 90% 55% to 62% b. Average piston skirt varnish rating min, 9.0 9.2 to 9.4 9.6 to 9.8 c. Low temperature viscosity after 80 hours report d. Weighted piston deposit rating min, 4.0 4.5 to 4.7 5.8 to 6.1 e. Screened average cam-plus-lifter wear max, 20 μm 9.2 μm to 10.1 μm 2.3 μm to 2.5 μm f. Hot Stuck Piston Rings none none none g. Oil consumption max, 5.2 liters 3.5 to 4.0 liters 1.2 to 1.5 liters Sequence VG, (Sludge and varnish) a. Average engine sludge rating min, 7.8 9.0 to 9.2 9.6 to 9.8 b. Rocker cover sludge rating min, 8.0 9.0 to 9.2 9.4 to 9.6 c. Average engine varnish rating min, 8.9 9.4 to 9.6 9.6 to 9.8 d. Average piston skirt varnish rating min, 7.5 9.0 to 9.2 9.6 to 9.8 e. Oil screen clogging max, 20% 9% to 10% 2% to 3% f. Hot stuck compression rings, # none none none g. Cold stuck rings, # Rate and report none none h. Oil screen debris, % Rate and report 4% to 5% 0% i. Oil ring clogging, % Rate and report 23% to 25% 2% to 4% Sequence VE, (Cam wear) a. Average cam wear max, 127 μm 23 μm to 25 μm 3 μm to 4 μm b. Maximum cam wear max, 380 μm 26 μm to 28 μm 3.5 μm to 4.5 μm Sequence IVA, (Valvetrain wear) a. Average cam wear (7 position avg.) max, 120 μm 15.4 μm 4.3 μm b. Maximum cam wear max, 380 μm 17.8 μm 5.1 μm Sequence VIII, (Bearing corrosion) a. Bearing weight loss max, 26.4 mg 20 mg to 21 mg 4.6 mg to 4.8 mg BRT , (Ball Rust Test, ASTM D6557) a. Average Gray Value (AGV) min, 100 AGV 128 to 130 152 to 155 Volatility loss a. Volatility loss (ASTM D5800) max, 15 % 10% to 11% 10% to 11% EOFT (Engine Oil Filterability Test) a. Flow reduction max, 50 % 10% to 15% 7% to 8% EOWTT (Engine Oil Water Tolerance Test) a. Flow reduction with 0.6% H2O max, 50 % 12% to 15% 7% to 8% b. Flow reduction with 1.0% H2O max, 50 % 13% to 17% 7% to 8% c. Flow reduction with 2.0% H2O max, 50 % 16% to 18% 8% to 9% d. Flow reduction with 3.0% H2O max, 50 % 21% to 25% 8.5% to 9.5% TEST (MHT4) a. Total Deposits max, 45 mg 30 mg to 32 mg 15 mg to 17 mg

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Heavy Duty Engines, API Service Category CH4/CI-4

TEST DESCRIPTION Requirement

Test Results Reference Motor Oil Valvoline Max Life 10W-30 / 15W-40

Test Results Reference Motor Oil With 10% Bi-Tron

RFWT (Roller Follower Wear Test)(D5966) a. Avg. pin wear max, 7.6 μm, 0.30 mg 0.28 to 0.31 mg 0.09 to 0.11 mg Sequence IIIF (Wear and oil thickening) a. Kinematic viscosity, increase at 400C max, 275 % 80% to 90% 45% to 51% b. Average piston skirt varnish rating min, 9.0 9.2 to 9.4 9.5 to 9.8 c. Low temperature viscosity after 80 hours report d. Weighted piston deposit rating min, 4.0 4.5 to 4.7 5.9 to 6.3 e. Screened average cam-plus-lifter wear max, 20 μm 9.2 μm to 10.1 μm 3.1 μm to 3.5 μm f. Hot Stuck Piston Rings none none none g. Oil consumption max, 5.2 liters 3.5 to 4.0 liters 1.5to 1.8 iters EOAT a. Oil Aeration max, 8 % 7.6 to 7.8 % 7.6 to 7.8 % Cummins M-11EGR (M11 High Soot test with EGR) a. Crosshead weight loss max, 20.0 mg 10.2 to 11.0 mg 3.8 to 4.1 mg b. Top Ring Weight Loss max, 175 mg 110.1 to 112.3 mg 32.5 to 38.3 mg c. Engine sludge min, 7.8 merits 8.2 to 8.5 merits 9.3 to 9.6 merits d. Oil Filter Delta Pressure at 250 hours max, 275 Kpa 272 to 274 Kpa 254 to 257 Kpa Caterpillar 1N a. WDN Piston Demerits max, 286.2 248.5 to 251.0 172.0 to 180.0 b. Top Grove Fill max, 20% 8 to 8.5% 2.3 to 2.8% c. Top Land Heavy Carbon Max, 3% 0 % 0% d. Oil Consumption (0-252 hours) max, 0.5 g/kW-h 0.13 to 0.14 g/kW-h 254 to 257 Kpa e. Piston Ring and Liner Scuffing none none none Mack T8E (ASTM D5967) a. Relative Viscosity at 4.8% soot max, 1.8 1.51 to 1.54 1.51 to 1.54 Mack T10 (with EGR) a. Merit Rating min, 1000 1151 to 1162 1238 to 1254 Caterpillar 1R a. WDR Piston Demerits max, 382 demerits 335.4 to 348.0 215.0 to 219.0 b. Top Grove Fill max, 52 demerits 50 to 51.5 34 to 37.2 c. Top Land Heavy Carbon Max, 31 demerits 29.5 to 31.0 14.2 to 17.4 d. Initial Oil Consumption max, 13.1 g/h 12.8 to 13.00 g/h 12.3 to 12.6 g/h e. Final Oil Consumption max, IOC+1.8 g/h IOC + 1.6 g/h IOC + 1.4 g/h f. Piston ring and liner scuffing none none none g. Ring Sticking none none none Foam Test (ASTN D892, Foaming/Settling) a. Sequence I max, 10/0 5/0 to 6/0 5/0 to 6/0 b. Sequence II max, 20/0 10/0 to 12/0 10/0 to 12/0 c. Sequence III max, 10/0 5/0 to 6/0 5/0 to 6/0 Volatility a. Loss at 2500C max, 15% 9.0 to 9.2% 8.4 to 8.6% MRV TP-1 (Low Temperature Pumpability)

a. Viscosity of 75 hours used oil sample from T-10 test at -200C max, 60000 cP 18500 to 19200 cP 16300 to 17250 cP


9 Heavy Duty Engines Continued…

HT/HS (High Temp / High Sheer Stability) a. Viscosity , as allowed in SAE J300, min, 3.5 mPa-s 3.67 to 3.71 mPa-s 3.70 to 3.82 mPa-s

Shear Stability (ASTM D6278)

a. After Shear Viscosity 10W-30, min, 9.3 cSt 10.2 to 10.6 cSt 10.0 to 10.6 cSt b. After Shear Viscosity 15W-40, min, 12.5 cSt 14.6 to 14.9 cSt 15.1 to 15.4 cSt

Laboratory Comments: The long term performance of motor oils containing Bi-Tron surpasses many fold the performance of any other motor oils, resulting in extended oil change intervals (4 to 6) times, and elimination of up to 95% of engine wear in addition to many more outstanding features that make Bi-Tron lubricants so unique.


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Bitron Product Guide

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