Information for Field Testing for Trucking Fleets

Laboratory Facility controlled evaluations are much more accurate for testing the Fitch Fuel Catalyst than

field testing. There are many variables in the field that influence a test and make it very difficult to gather

precise data. If a field test is the only alternative, here are some recommendations for conducting the evaluation.

Bullet points for evaluating fleet vehicles

• Always evaluate on 3 or more vehicles plus a controlled vehicle
• Statisticians recommend gathering all data and calculating the averages – information from 1 test is not usually relative – tests must be repeated more than once or data must be gathered by more than 1 source.
• Eliminate as many variables from the field that can influence the test
1. purchased fuel from same supplier
2. be sure all maintenance updates have been conducted on all test vehicles including the
3. control vehicle - tire pressure, oil change, oil filter, fuel filter, etc.

• Do not evaluate using other additives or additional accessories during evaluation
• Fitch Fuel Catalyst is most beneficial with Class 5, 6, & 7 diesel trucks (stop & go, delivery trucks,
• box trucks, etc.) The engine is frequently under load.
• Class 8 – Steady State Trucks (long hauling, tractor trailers) tend to reflect a much smaller mpg increase
• from the use of the FFC because the engine is not frequently under load – steady speed.
• Gather ACCURATE baseline and retrofit information
1. highway vs. city (what percentage during baseline vs. retrofit)
2. idle time during baseline vs. retrofit – calculated percentage
3. load capacity – weight of the loads during baseline vs. retrofit
4. recorded weather conditions (rain, snow, sunny)
5. use of A/C or Heat during baseline vs. retrofit
6. track shift points baseline vs. retrofit (horsepower & torque)
7. visual tracking of soot from exhaust
8. pay attention to start up period – especially in cold weather

• Winterized Fuel – During the months of October – April, most fuels have additives in them from the
• refinery which may influence fuel economy. If an evaluation can be conducted during the months of
• May – September, this is what APSI recommends

Winterized -Diesel fuel number 2 (DF2) loses its ability to flow at temperatures below 20F (-7C.). This is caused

by wax separation, and is commonly termed "gelling". The thicker wax component of the fuel may be blocked by

the fuel filter although it can flow through the larger diameter fuel lines. Most fuel companies "winterize" the fuel

sold during winter months in cold climates. This winterized fuel resists gelling at low temperatures. The winterized

fuel does not provide the same level of performance as the summer fuel, so your mileage will likely drop while using

it. The same brand name may be different in Maine from the product sold in New York and in Florida. Diesel fuel

consists of many different hydrocarbon molecules of varying characteristics, and of special interest is the

temperature some solidify and become wax. The appearance of wax crystals is called "clouding", and the

temperature at which this happens in a particular blend is referred to as "the cloud point". Lowering of the cloud

point is generally done by addition of heavier (higher boiling range) components (Napthalenes and aromatics)

and other additives, but this also reduces fuel energy and consequently mileage suffers. Winter fuel is less

economical and lighter than heavier summer fuel.

http://www.chevron.com/prodserv/bulletin/diesel/L1_toc_rf.htm

Field testing of the Fitch Fuel Catalyst will take an enormous amount of time to conduct an evaluation accurately. Advanced Power Systems Inc, has independently contracted laboratories to perform these such tests and these reports are readily available upon request. These independent laboratory tests are much more accurate than any type of field evaluation.

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