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TEST PROTOCOL SUMMARY REPORT
Customer:   Miles Sand And Gravel
Location:    Roy, Washington
Machine:    Caterpillar 9886 SIN:  BHN01373
Engine:     Caterpillar 3456 DITA ATAAC TIER 11 CERTIFIED
Rated:     475 Net Flywheel Horsepower
Report:
The Eco Emissions Systems Catalyst Unit was installed on this machine, June
26th, 2008. At the time the machine had total frame hours of 9,178.8.
We conducted a baseline test on this machine prior to the start up of the EES
unit to determine the amount of fuel burned in a 2 hour period. The test
protocol used was the EPA test referred to as " The Stationary Test of a
Mobile Diesel Engine" These tests were performed using approved S.A. E.
methodology.
The test requires that the engine on the machine be brought up to operating
temperature. At that point the fuel tank is filled as required up to a point
where the refill can be absolutely duplicated.
The next step is to bring the engine to high idle and lock in the throttle. This
operation is to continue for exactly two hours. At the end of the test period
the engine is brought back to low idle and stopped. At this time the fuel tank
is refilled to original mark established prior to the test. And the amount of
fuel burned is recorded. Recording exhaust temperatures is also done
concurrently while the test is running. This will give exhaust temperature
readings at the tip of the Exhaust Stack as well as at the Turbocharger
Exhaust Housing.
The purpose of this test protocol is to bring the engine to an operating level
that can be duplicated for the follow-up test procedure. This methodology
precludes the influences of the machine operator and eliminates any load on
the engine, the result being, a test that totally isolates the engine
P.O. BOX 1318 MONROE, WA 98272  pH#: 360 794-9100   FAX#: 360 805-6585  EMAIL: infoopjm-ecostar.com

performance at it pertains to fuel consumption rates, and exhaust
..   temperatures.
At the completion of the E.P.A. fuel test, we also ran tests on engine opacity
(Smoke Density). This is done by using a Department of Transportation
approved opacity meter.
At the completion of these three test procedures the Eco-Emission unit was
turned on and the Platinum based catalyst was introduced into the engine via
the air intake System.
The EES system continued to run on this machine through the summer and
fall of 2008. On November 17, 2008, after operating for 1084 hours of
continued use, we conducted the same E.P.A. test protocol described above
to determine the effects and acquire the results from having used the
catalyst system.
The results of the completed test procedures are shown on the following
page. The highlights of those results are as follows:
TESTED ITEMS:            BASELINE TEST  TEST#2 @ 1084 HR
DATE OF 'TEST:                June 26th2008  November 17,2008
EXHUAST TEMPERATURE
STACK TIP                    398F          364F DECREASE 34F
TURBO HOUSING              634F        576F DECREASE 58F
SMOKE OPACITY               15.7%        12.3% DECREASE 21.6%
STD EPA FUEL TEST - 2 HOURS          16.55          15.00 DECREASE 9.4%
This machine had been scheduled for a engine rebuild in accordance with the
company's equipment maintenance policies. Inearly December the machine
was transported to NC Machinery (Cat Dealer) where the engine was
removed. The engine was disassembled December 16, 2008 with just over
10,405 hours.
In talking with the lead mechanic, Doug Ryan and the shop Supervisor, Paul
Meersman, they were both very impressed at how clean the inside of the
engine appeared. Doug commented that the liners "looked like new" since
you could still see the original crosshatching marks in the liners.
Ihave includedpictures of the liners, pistons, heads, injectors and the turbo
on the following pages.
Even though we view this as the results we knew we would achieve, it is
extremely gratifying to have achieved these results in the Pacific Northwest
with well respected local companies.
P.O. BOX 1318 MOIVROE, WA 98272  pH#: 360 794-9100   FAX#: 360 805-6585  EMAIL: info@pjm-ecostar.com

P.O. BOX 1318 MONROE, WA 98272  pH#: 360 794-9100   FAX#: 360 805-6585  EMAIL: info@pjm-ecostar.com

The photos shown above were taken by NC Machinery in their shop during
the disassembly of the Cat 3456 DITA ATAAC Tier I1Engine removed the
Caterpillar 988G Wheel Loader s/n BHN01373.
As shown, the photos indicate the cleaning effects of the EES Platinum
Catalyst that occurred inside the engine during operations.  The net result of
this change in engine efficiency confirms that the reduction in carbon soot
will reduce Diesel particulant matter by over 50%.  A cleaner more efficient
burning of fuel at the top of the cylinder is giving us an increase in torque, as
well as a reduction in exhaust temperature and NOx since more fuel is
burned at the time of combustion. It further confirms that a by-product of
the removal of the carbon soot is leading to a reduction in overall fuel
consumption; in this case over 9.4%. Basically the fuel savings is allowing
this company to become a positive contributor to the reduction of their
carbon footprint and green house gases through the normal course of
operations.
P.O. BOX 1318 MONROE, WA 98272  pH#: 360 794-9100  FAX#: 360 805-6585  EMAIL: info@pjm-ecostar.com


.
STAR
BORATaVE
P.O. BOX 1318 MONROE, WA 98272  pH#: 360 794-9100 FAX*: 360 805-8565
TEST RESULTS FOR MILES SAND & GRAVEL
MACHINE:         CAT 9886 LOADER SIN: BHN01373
ECO-EMISSION UNIT:    E.E.S-12  SIN: 6015003005852
CAT ENGINE:        CAT3456TlER II SIN: BTN02417
DESCRIPTION            BASELINE TEST 400 HOUR TEST  %OF CHANGE
MACHINE MAKE:            CATERPILLAR  CATERPILLAR
MACHINE MODEL:           9886 LOADER  9886 LOADER
MACHINE SERIAL NUMBER:      BHNO1373     BHNO1373
MACHINE FRAME HOURS:       9178.8      9178.8
ENGINE MAKE:             CATERPILLAR  CATERPILLAR
ENGINE MODEL:            3456 TA TIER 11  3456 TA 1'IER II
ENGINE HOUR SINCE REBUILD:    9178.8       10262.1
TEST CONDITIONS:
DATE OF 'TEST:               6-26-2008      1 1 -17-2008
TIME OF TEST:              10:15AM      6:10 PM
HOURS RUN ON E.T.I. UNIT:           0       1084
AMBIENT AIR TEMP                 79.5F         52.3
RELAI'IVE HUMIDITY                 39.8%         63.6%
EXHUAST TEMPERATURE
STACK TIP                     398F         364F DECREASE 34F
TURBO HOUSING               634F        576F DECREASE 58F
SMOKE OPACITY                15.7%       12.3% DECREASE 21.6%
STD EPA FUEL TEST - 2 HOURS           16.55         15.00 DECREASE 9.4%

Note: Please note that the Standard EPA Test for a Mobile Diesel Engine consists of starting with your fuel at a
mark that can be duplicated. The engine is run for two hours at high idle, no load, no operator. This is done to
remove the human influence on operations. At the conclusion of two hours the fuel is replaced and the amount
used is recorded. So that it can be used to measure against future tests. Once load is introduced reduced fuel
con sump ti or^ may irr~proveup to a efficiency rate determined by the engine.

STAR
GOLLfiBORATBVE
P.O. BOX 1318 MONROE, WA 98272  pH#: 360 794-9100 FAX#: 360 805-8565
TEST RESULTS FOR: Miles Sand & Gravel
MACHINE:       MACK BULK HAULER UNIT334 CXN613
ECO-EMISSION UNIT:  E.E.S-12  601 5003005644
DESCRIPTION          BASELINE TEST  500 HOUR TEST  % QF CHANGE
MACHINE MAKE:         MACK CX VISION  MACK CX VISION
MACHINE MODEL:        CXN10       CXN10
MACHINE SERIAL NUMBER:   016403       016403
MACHINE FRAME HOURS:    4909.2       5307.3
TRUCK MILEAGE         134741-2      146106.62
ENGINE MAKE:          MACK        MACK
ENGINE MODEL:         CXN613       CXN613
ENGINE HOUR SINCE REBUILD: 4909.2        5307.3
TEST CONDITIONS:
DA'TE OF TEST:            3-08-2008       06-10-2008
TIME OF 'TEST:             11:OO AM        12:45 PM
HOURS RUN ON E.T.I. UNIT:           0        398.1
AMBIENT AIR 'TEMP                 62.1          58.3
RELATIVE HUMIDITY              42.4%         68.8
EXHUAST TEMPERATURE          279F        252F Decrease 27F
SMOKE OPACITY                7.35        5.28 Decreased 32.6%
STD EPA FUEL TEST - 2 HOURS     6.26 Gallons     5.06Gallons Decreased 18.9%
An adjustment for Seasonal Fuel                           2.5 to 3 % Overall Decrease:
Change:                                             average:  16%

Note: Please note that the Standard EPA Test for a Mobile Diesel Engine consists of starting with your fuel at a
mark that can be duplicated. The engine is run for two hours at high idle, no load, no operator. This is done to
remove the human influence on operations. At the conclusion of two hours the fuel is replaced and the amount
used is recorded. So that it can be used to measure against future tests. Once load is introduced reduced fuel
consumption may improve up to a efficiency rate determined by the engine.
P.O. BOX 1318 MONROE, WA 98272  pH#: 360 794-9100 FAX*: 360 805-8565

STAR
8%:;; g">:-;k, Jy?%    :& ::3  f%&-g=5
:a**++
2;:
ON HIGHWAY TRUCK
MACK VISION TRUCK CXN613 ENGINE - ANALYSIS OF COMBUSTION CATALYST SYSTEM
(BREAK-EVEN)
ANALYSIS PER ENGINE:                            5% REDUCTION 8% REDUCTION  9% REDUCTION 10% REDUCTION 11%REDUCTION
2.90 I GALLON   2.90 I GALLON   2.90 I GALLON   2.90 I GALLON   2.90 I GALLON
FUEL CONSUMPTION:                           6.5 GPH     6.5 GPH      6.5 GPH     6.5 GPH      6.5 GPH
EES SYSTEM REQUIRED:                          ONE EES -12 PER ENGINE
CATALYST REQUIRED: 1 BOTTLES I UNIT                           1.OO         1.OO        1.OO         1.OO         1.OO
CATALYST LIFE PER BOTTLE:                                500.00       500.00       500.00       500.00       500.00
HOURS OF OPERATION I YR                               2000.00      2000.00      2000.00       2000.00      2000.00
NUMBER OF BOTTLES I YEAR                                4.00        4.00        4.00        4.00        4.00
CATALYST COST PER BOTTLE                             250.00      250.00      250.00       250.00       250.00
CATALYST COST PER YEAR                              1000.00      1000.00      1000.00      1000.00      1000.00
CATALYST COST PER HOUR @I0GPH (note $0.875per 12 gph)             0.50       0.50       0.50        0.50        0.50
TOTAL FUEL BURNED I YEAR HRS X GAL                       13000.00     13000.00     13000.00      13000.00      13000.00
FUEL REDUCTION:                                     0.05        0.08        0.09        0.10        0.11
FUEL CONSUMPTION PER HOUR:                             6.50        6.50       6.50        6.50        6.50
GALLONS SAVED PER HOUR                              0.34       0.52       0.59        0.65        0.72
GALLONS OF FUEL SAVED                               682.50      1040.00      1170.00      1300.00      1430.00
COST PER GALLON                                   2.90       2.90       2.90        2.90        2.90
VALUE OF FUEL SAVED:                                 1979.25      301 6.00      3393.00       3770.00      4147.00
COST TO SAVE FUEL:
CATALYST COST PER YEAR                              1000.00      1000.00      1000.00      1000.00      1000.00
DELIVERY UNIT COST TOTAL (1 UNIT @ $950.00 DELIVERED              950.00       950.00      950.00       950.00       950.00
TOTAL FUEL SAVINGS LESS COST PER ENGINE IN FIRST YEAR             29.25      1066.00      1443.00       1820.00       2197.00
FIRST YEAR INCLUDES AMORlZlNG DELIVERY UNlT
TOTAL FUEL SAVINGS LESS COST PER ENGINE IN SECOND YEAR           979.25      2016.00      2393.00       2770.00      3147.00
TOTAL FUEL SAVINGS LESS COST PER ENGINE IN THIRD YEAR            979.25      2016.00      2393.00       2770.00      3147.00
TOTAL FUEL SAVINGS LESS COST PER ENGINE IN FOURTH YEAR           979.25      2016.00      2393.00       2770.00      3147.00
TOTAL FUEL SAVINGS LESS COST PER ENGINE IN FIFTH YEAR             979.25      201 6.00      2393.00       2770.00      3147.00
TOTAL SAVINGS AFTER 5 YEARS:                            3946.25      9130.00     11015.00      12900.00      14785.00

Issue Date: Issue #I20 DecIJan 2009
Low sulfur fuel raises new issues for diesel operators

Brian Rhoades and Dr. David Daniels

Ever since the first professional mariners went to sea, they have learned to adapt to
changes. The introduction of the internal combustion engine and more advanced control
systems brought both benefits and challenges. The latest challenge is the impact of
emissions regulations and subsequent changes in fuels needed to meet those emission
standards. Mariners who need to deal with these dramatic changes may have very little
knowledge of how they can impact operations, costs and equipment.

The Clean Air Act has mandated that sulfur levels be reduced to less than 15 parts-permillion
(ppm) in distillate fuels. A good source for information on the implementation
dates of these changes can be found at www.clean-diesel.org.The Northeast and Middle
Atlantic region are already at 500 ppm in marine diesel fuels. The remaining regions will
switch to 500 ppm sulfur fuel by June 2010. All regions are scheduled to switch to Ultra
Low Sulfur Diesel (ULSD), with a sulfur content of 15 ppm or less, in June 2012. One
exception to these rules is California, which has already switched to ULSD fuel in many
non-road applications. Although some of these dates are still well into the future, the
reality is that refiners are now making ULSD which can be downgraded to LSD.

The process of removing sulfur has caused changes in many other properties of the fuel.
On-road fuels have already made the switch to ULSD, and the problems caused by the
changes in the fuel characteristics are well known. Fortunately, solutions are known and

already proven. Bringing the experience and lessons learned from on-road fuels to marine
applications requires knowing what problems to look for. Some of these changes have
already arrived in the marine market. For example, fuels with 19 ppm sulfur can be
downgraded and sold as an LSD (500 ppm) fuel. This fuel would have the properties and
problems associated with ULSD.

The methods used in most refineries in North America to remove the sulfur are known as
hydrotreating. These methods are very efficient at removing sulfur, but also make other
physical changes to the fuel's chemical composition. The consequences of sulfur
reduction include removal of natural lubricity compounds, natural conductivity properties
and changes in combustion properties.

Fuel serves three major functions in a diesel engine. It is the lubrication for fuel pumps
and injectors, a coolant for the injectors and the energy source to drive the engine. The
reduction in natural lubricity compounds leaves no protective barrier between metal
surfaces, resulting in damage to vital engine components. This would be similar to, but
not quite as drastic, as replacing lube oil with a solvent. Imagine the damage. For this
reason ASTM, an international standards organization, put a lubricity specification on all
D975 middle distillate fuels in 2005 in order to keep the fuels fit for purpose and protect
consumers. A special fact to keep in mind is that the current lubricity test was developed
to protect rotary fuel pumps and may not be the best indicator for modern fuel injectors or
barrel and piston type pumps where clearances are smaller.

Without the use of lubricity additives, most fuel would not have the lubricity required to
protect the fuel injection systems. The ASTM specification requires that the wear scar
from the lubricity test be 520 microns or less. There are many original equipment
manufacturers that recommend a wear scar of 460 microns or even lower, and that is the
European specification. The only way to determine if enough lubricity additive has been
added to .the fuel is having the fuel tested using ASTM D6079. If it is determined that
more lubricity is needed, there are several chemistries of lubricity improvers that have

been used. With the higher treat rates needed for ULSD fuels, some of these additives
have been found to cause problems. Mono acids, amides and dimer acids additives may
react with water, caustic carryover or other additive packages that may be present in the
fuel or lube oil. Fully synthetic esters do not cause these problems.

The removal of sulfur and other compounds has decreased the fuel's conductivity,
creating a potentially dangerous situation. A static charge can readily build up in .thefuel
while it is being pumped and/or going through fine filtration. Unfortunately, ultra low
sulfur fuels no longer have the ability to dissipate the charge without an additive. This
can lead to sudden arcing or sparking in the vapor phase, often with catastrophic results.
Static dissipater additives are required for ULSD fuels and most LSD fuel. These are
added most often at the terminal. The ASTM specification for conductivity of a D975
fuel is 25 picosiemens/meter at time and temperature of loading. This specification is not
found in marine fuels, which may lead to more dangerous incidents occurring.

Another important word of caution when selecting a lubricity additive is that many
lubricity additives have been proven to disarm the static dissipater additive over time.
This can cause the conductivity of a fuel to drop to far riskier levels and result in the
danger of ignition fiom static electricity.

Fully synthetic esters have the least effect on static dissipater additives.

Sulfur is antagonistic towards microbial growth, meaning that its presence helps control
the reproduction and growth in fuel storage tanks and systems. The removal of the sulfur
and phenolic compounds makes an ideal situation for microbial growth to occur. Biocides
have been necessary in diesel fuel for years when the fuel is stored in certain regions.
With the addition of B2 and B5 biodiesel blends into the fuel distribution network, the
use of biocides may become a necessity. The Bxx blends can hold more water molecules
in suspension, which spreads out where microbial, fungal, and yeast growth will occur.
Proper housekeeping and the use of a biocide that works in both the water phase and the

fuel phase is the only way to ensure that microbial problems are kept at a minimum.

If light cycle oil (LCO) is added to the marine distillate fuel supply there can be serious
stability issues and other problems. LC0 tends to degrade rapidly and turn to sludge. It
may look like diesel fuel when it is new, but without stabilizers, it can clog fuel filters
and lines. LC0 also has a low cetane number between 20 and 25, so it can contribute to
rough starting, rough idling, poor combustion, deposit formation aid very high
emissions, Additives containing a cetane improver can help to avoid these combustion
problems and help to reduce emissions.

The switch to LSD and then to ULSD can be a smooth transition if the proper steps are
taken. Knowing what problems may occur and how to treat the fuel to avoid these
problems is an important step. The maritime industry is under pressure to reduce
emissions and improve efficiency. Maintaining engine reliability, while switching to
these cleaner fuels is imperative for the clean and safe operation of vessels. The use of
fuel treatment is present at the refineries and terminals, but to ensure vessel reliability it
may be necessary to take additional steps.

Brian Rhoades is Eastern regional marine manager for Innospec Fuel Specialties and
holds a chief engineer licenseJFomthe US.Coast Guard. Dr. David Daniels is a director
of research and development for Innospec and has almost 30 years of experience with
middle distillate.fuels.

HOW THE EES SYSTEM WORKS
The burning of diesel fuel in an engine is a process which has some major inefficiencies.
In particular a significant amount of the fuel enters the exhaust system without being
burned or benefiting the engine. These unburned exhaust gases are mostly complex
hydrocarbons plus other pollutants.
Over the years the addition or subtraction of air has been a major factor in deciding
how to get the most out of a particl-~larengine in the most efficient manner. The ideal
fuel to air ratio, while agreed upon by most, leaves out a major part of the process.
Not considered normally is the fact that only a portion of the oxygen in the air goes
from stable to a radical state. Only oxygen in the radical state can enter into the
combustionlburn process.
Research has shown that platinum in its pure state can dramatically increase the
percentage of oxygen that goes into the required radical state. By introducing platinum
into the combustion process of a diesel engine, it is possible to increase the percentage
of the fuel burned in the engine significantly.
The most popular methods tried to achieve this process are to coat parts of the
combustion chamber with plal:inuni, or to mix platir~uniwith the fuel. These methods
are not satisfactory for any extended term for obvious reasons. Coating lacks durability
over time and temperature and to replace 'the used catalyst is very difficult. Mixing the
platinum in fuel is difficult as it must remain inert in the very fuel it is trying to affect
until it reaches the temperature of combustion, and if left in a tank, must be remixed or
turbulent to get even distribution.
There is an efficient method where platinum is delivered into the engine in a precombustion
condition through the air induction system. The primary benefit is the effect
it has on the engine prior to the combustion process. Coming into the engine via the
air intake system as an inert compound allows it not to be affected on most engines as
it is transported to the combustion chamber. As the rising piston compresses the air
and heats the chamber the platinum compound is transformed into pure platinum and a
harmless salt byproduct that is consumed in the burning process.

This platinum is pure before the fuel even reaches the injector and begins to break
down soot particles that line the various parts of the chamber. Soot is like sandpaper in
that it creates friction, accelerates wear, and generates excessive heat. This cleansing
action eliminating the soot makes the engine far more efficient and extends its life. It
also makes the lubricating oils more effective as they are not contaminated nearly as
quickly. These actions are unique and predictable.

.
As the engine becomes cleaner, the platinum begins working on the fuel. Diesel fuel is
made of simple and complex hydrocarbons. The simple hydrocarbons burn easily and
at somewhat lower temperatures. The more complex hydrocarbons generally require a
higher temperature to burn and, therefore, become a part of the exhaust. Platinum's
reaction to the hydrocarbons in the fuel break some of the more complex chains into
simple chains making them more burnable. The secondary process of this catalytic
reaction is to create oxygen radicals which also increase the percentage of fuel burned.
In a diesel engine fuel begins burning in the combustion stroke. There is a
considerable amount of burning still taking place during the exhaust stroke and, if not
properly treated, continues out the exhaust and into the environment. When more of
the fuel is burned in the combustion stroke, less is burned in the exhaust stroke. Less
fuel is required to do the same amount of work. Normally the cost of the system is far
less than the cost of the fuel saved.
Fuel burning in the exhaust stroke expands and pushes against the piston that is trying
to expel everything in the chamber. This creates an engine vibration that is harmful
and noisy. It occurs in all diesel engines. Lessening the effect adds life and efficiency
to any engine. It also lowers the exhaust temperature which is the culprit in creating
the Nitrous Oxides that are so harmful to our lungs. The lower the temperature of the
exhaust and the lower the expulsion of hydrocarbons, the less ozone is created at
ground level. These gases are normally discharged at the same level air conditioners
collect their air and therefore the health factors are huge.
The systems provided by EcoEmissions Systems also add other inherent components
that have a positive effect on the odor of the diesel exhaust and further reduce the
Nitrous Oxides.
Finally, the most noticeable effect is the reduction of black smoke from the air. This
unburned particulate matter is the cause of smog and odor and affects everything that
lives. In a society trying to leave a better environment for future use, this is one of the
most basic ways of doing so.
The most interesting aspect of this system is that it basically costs nothing. It save
more in fuel costs than it costs to use, and the byproduct is a engine that lives longer,
runs quieter, and an environment that is certainly healthier in which to live for ourselves
and our chilclren.


Systems

"BEST AVAILABLE CONTROL TECHNOLOGY"
"MAXIMUM DEGREE OF REDUCTION INTHE
DISCHARGE OF AIR POLLUTANTS(EMISSI0NS)
ACHIEVEABLE THROUGH THE CURRENTLY
AVAILABLE METHODS, SYSTEMS, AND
TECHNIQUES WHILE TAKING ECONOMIC,
ENERGY, ENVIRONMENTAL, AND OTHER
COSTS INTO CONSIDERATION."
THE PERFECT PRODUCT IS THAT WHICH CAN TAKE THE MOST
AIR POLLUTANTS OUT OF THE EXHAUST AT NO COST AT ALL.
THE EES PROCESS CLEANS THE SOOT OUT OF AN ENGINE AND
CAUSES THE FUEL TO BURN MORE EFFICIENTLY WHICH
ELIMINATES A VERY HIGH PERCENTAGE OF:
PARTICULATE MATTER, NOx, HYDROCARBONS, AND CARBON
MONOXIDE ALL WHILE REDUCINGBLACK SMOKE FROM THE
EXHAUST. ONE PRODUCT ACHIEVES ULTIMATE BACT:

Systems

EES SYSTEMS COSTS LESS TO USE THAN WHAT IT SAVES IN
FUEL. IT WILL ACTUALLY ACCOUNT FOR A PROFIT. ALL THIS
WHILE MAKING A MAJOR REDUCTION IN YOUR ENGINE'S TOTAL
POLLUTION AND CARBON FOOTPRINT.
IT IS CALLED BACT!!!
P.O. BOX 1318 MONROE, WA 98272  PH*: 360 794-9100 FAX*: 360 805-8565
WEBSITE:  WWW.PJM-ECOSTAR.COM

SYNTHETIC DIESEL FUEL TREATMENT
with
Sulfur Replacement Technology (SRT)rM
BestLine SRTrM, the Ultimate Synthetic Diesel Fuel Protection:
Maximizes Power and Compression
Improves Mileage and Performance
Reduces Harmful Emissions and Soot
Cleans and Lubricates Injectors, Pumps and Valves
Provides Quicker Starting in Cold Weather
Sulfur Replacement Technology (SRT) TM is the science behind   in diesel fuel will clean and lubricatethe fuel purrlpand valves and seats.
BestLine's advanced Synthetic Dieselfuel Treatment. SRPMis designed   SRPMwill extend the life of the fuel pump and injectors to their maximum.
to improve the operational efficiencies of both older (pre-2006) and new   SRTTM impedes algae from developingin storage and standing tanks.
diesel engines (2 stroke or 4 stroke). SRT's superior lubrication will   Regular use will dramatically improve engine perfornlance, economy and
reduce the prematurewear that may resultfrom the reduction inlubricity   reduce emissions and soot particulates.
in Ultra Low Sulfur Diesel (LILSD) (15ppm sulfur).The HFRR Test (ASTM
0-975) demonstratedthat ULSD, with BestLine's SRPMadded, displayed   Directions: For the most effective results add 3 oz to 10 gallons (90ml
a reduction of over 25% in wear in metal to metal contact over LILSD   to 40 Liters) for the initial treatment. Use 1 to 2 oz per 10 gallons
without BestLine's SRT. Bestline's Diesel Fuel Treatment, with SRTTM,    (30ml to 60ml per 40 Liters) thereafter. When fuel has been left standing
is the most advanced diesel fuel treatment available. It containscetane   it may slowly decompose, loosing its ability to meet peak performance
enhancers, an anti-gel, algaecides and superior lubricants. SRTTMis   standards, and in this case it may be necessary to add 2 oz per 10 gallons
(60ml per 40 Liters) to improve performance. Available in 16 oz, 112
registered with the EPA (Environrnenta.1Protection Agency) under 40-CFR
79.23. SRTTMis compatible with all types of diesel fuel, including bio-   gallon, 1 gallon, 2.5 gallon, 5 gallon, 55 gallon and volume shipments.
diesel, summer, winter and arctic grades. Regular use of SRTT~W~II
Material Safety Data Sheets are available on request,
assure maximum engine efficiency, performanceand moisture protection.
BestLine's SRFMSynthetic DieselFuel Treatment will clean and lubricate   BestLine       Research   www,bestlinelubricants.com  Made in   19736
the injectors for the most efficient combustion spray and burn. SRTTM

SYNTHETIC
DIESEL ENGINE TREATMENT                  DIESEL ENGINE MAINTENANCE
with                                      with
Micro Lubrication Technology (ML73 lM             Micro Lubrication Technology (ML 73 lM
The Ultimate Synthetic Diesel Engine Protection         The Ultimate Synthetic Diesel Engine Protection
Exceeds Performance Standards for:                         Exceeds Performance Standards for:
Reduced Friction, Temperatureand Wear
Reduced Frlctlon, Temperature and Wear               Maximizing Engines Performance and Fuel Efficiency
Improved Fuel Economy                         Ultimate Protection While Reducing Emissions
lrrrproved Performance
Reduced Emissions                        BestLine Diesel Engine MaintenanceTM with Micro Lubrication Technology
Maximized Engine Durability                    (MLO IM,is designed to be added to your oil with each oil change. After your diesel
engine has been treated with BestLineDieselEngineTreatmentTM,adding Bestline
Diesel Engine MaintenanceTM with each oil change will maintain ALL of the
BestLine's DieselEnglne Treatment, with MicmLubrication Technology (MLO    protection, economy and performance obtained from BestLine Diesel Engine
rM,  is the most advanced diesel engine oil treatment on the market today. This     TreatmentTM. It will maintain the layer of polarized molecules that resists metalproducthas
been tested in a variety of synthetic and mineral based engine oils using     to-metal contact experienced during cold starts and under load.
the most severe testing methods, with exceptional results. Micro Lubrication
Technology (MLO rM provides layer of polarized molecules that ionically bond to    BestLine Diesel Englne MaintenanceTM with MLPMwill:
the engine's metal surfaces and resistmetal-to-metal contact experienced during            Maintain the viscosity of your diesel engine's oil, even under
cold starts and under load. Extensive testing has demonstrated that, when added           the most sever running conditions;
to diesel motor oils, either mineral or synthetic, BestLine's Diesel Engine Treatment            Protectthe inner components of your diesel engine
substantially reduces friction,temperature and wear. Severe engine-stand tests have            from friction and wear;
demonstratedthat motor oil containing BestLIne1sDiesel Englne Treatment will           Prevent hot spots and protect your diesel engine from
maintain viscosity, improve fuel consumption, and substantiallyreduce metal wear,            extreme temperature;
sludge and varnish.                                                     Clean ring groves for increasedcompression; and
Reduce both sludge and varnish.
Directions: Add 15% by volume to the diesel engine oil for. Thereafter, for each oil    Directions: To provide the best protection for your diesel engine, add 12 oz (356
change, use BestLine's Diesel Engine Maintenance. BestLine's Diesel Englne    ml) to every oil change. BestLlneDiesel EngineMaintenanceTM may be added
Treatment can be added to either synthetic or mineral based oils. Available in: 16     to either synthetic or mineral based oils. For engines using more than five quarts
oz, 1 quart, 1 gallon, 5 gallon and 55 gallon drums.                           of oil, add Diesel Engine Maintenance to equal 10% by volume. Available in: 12 oz,
1 gallon, 5 gallon and 55 gallon drums.
MaterialSafety Data Sheets are available on request.
Material Safety Data Sheets are availableon request.
BestLine InternationalResearch Inc.  www.bestlinelubricants.com Made In USA, 19736
BestLine International Research Inc. www.bestlinelubricants.com  Made In USA, 19736

SYNTHETIC POWER TRAIN TREATMENT
with
Micro Lubrication Technology (ML T) TM
The Ultimate Power Train Treatment:
Exceeds all Performance Standards to ReduceFriction, Heat and Wear:
Automatic Transmissions
Standard Transmissions
Transfer Cases
Power Steeriug
Differential
Water Pump Lubricant
The Ultimate Drive Line Protection:
BestLine'sSynthetic Power Train Treatment, is the most advanced   Water Pump: Enhancesthe efficiency of the pump, lubricate the
product on tlie market today and will perform equally as well with   bearing(s) while coating the radiator with a protective coating to
synthetic or mineral based fluids and lubes. BestLine's Power   reduce oxidation while improving and the flow of coolant.
Train Treatment substantially reduces .friction, temperature and   Directions: Automatic Transmission 6oz/180ml., Standard
wear, while improving the efficiency of driveline, which can relate   Transmission 4 oz/120ml, Power Steering 2 oz/60 ml, Water Pump
to long term redl~cedrepair costs and fuel consumption. Lubricates   2oz/60 rnl, Differential 20z/ 60rr1l.Transfer Case Lube 4 oz. Custom
the water purr~pfor longer trouble free life                  packaging on request.
AutomaticTransmission: Cleans valve body and plates allowing
for a more efficient shift and cooler operating temperature.   Warning: Do Not Add To Brake Fluid
Standard Transmission/Differential: Treats the gears, bearings
and Syncro-plates with a protective coating that resists wear while   Available in: 16 oz, 1 quart, 1 gallon and 55 gallon drums.
allowi~igfor quicker and more efficient operation.
Power Steering: Enhances the efficiency of the power steering   Material Safety Data Sheets available on request
pump, ram and any restrictive fittings, wliile reducing overall
friction, wear and temperature.                          BestLineInternationalResearch Inc.  www.bestiinelubricants.com  Made in USA 19736

SYNTHETIC MLT 101@PENETRATING LUBRICANT
with
Micro Lubrication Technology (ML73TM
BENEFITS:               APPLICATION:
Penetrates Rust and Corrosion           Ur~limitedIndustrial Applications
Lasting Lubricant                    Automotive and Garage
Loosens Sticky Mechanisms            Drilling and Tapping
Lubricates as it Penetrates              Electric and Air Tools
Displaces Moisture                  Electrical Contacts
Cleans and Retards Electrical Corrosion      Rl~stedBolts and Mechanisms
Treats and MaintainsMetal Cutting Edges      Air Tools
1001 Uses as Lubricating Penetrant
MLT 101@ is a synthetic industrial multi-purpose  prevent oxidation and corrosion. MLT 101@ is the most
penetrating lubricant with patent pending Micro  advanced product for drilling, tapping, lathing or cutting
Lubrication Technology (ML 7J TMMLT. BestLin e's ML T  metals.
101@ is the most advanced multi-purpose industrial
penetrating lubricant in the market. MLT 101@ was     #I ENEMYOF RUSTand #I in LUBRICATION!
formulated to work in the most extreme conditions to
quickly penetrate rust and corrosion while providing a  Available in: 1402 Safety Pump, Aerosol, I-gallon, 5
protective barrier of lubricant. MLT 101@ is designed to   gallon and 55 gallon dr~~ms.
meet the needs of the professionalin an industrial setting,
or in the shop or garage. MLT 101@ will penetrate rust  Material Safety Data Sheets available on request.
while lubricating most everything mechanical, including
electric and air tools. MLT 101@, with its superior dielectric          BestLine International Research Inc.
strength, can be used to clean electrical contacts and  www.bestlinel~~bricants.com   Made In USA 19736

BestLine Credentials:
BestLine has been granted a license from the American Petroleum
Institute (API) to produce and sell its own energy conserving motor
oils. This license was granted because of the rigorous third party
testing that has been performed on BestLine's products.
Both BestLine's Diesel Fuel Treatment and BestLine's Gasoline
Conditioner have been reqistered with the United States
Environmental Protection Aqency. This registration proves that the
EPA has reviewed all the components of these fuel additives and
found, from an environmental point of view, that the components are
compliant to the most recent EPA standards. (Note - there is no
similar registration process for BestLine's other products.)
BestLine supports the monitoring and review of its test data by the
American Chemistry Council of Arlington, VA.
On the 29th of August 2005 BestLine successfully passed an industry
accepted "Sequence VIB" test at South West Research Institute in
San Antonio Texas. The tests of BestLine's products were monitored
and registered with The American Chemistry Council and the
American Petroleum Institute (API).
On the 4th of October 2005, BestLine successfully passed a Sequence
VIBSJ at Southwest Research Insatitute.
On the 24 March 2006 BestLine successfully passed the industry
accepted "Sequence VIII" test at Intertek Automotive Research
(formally EG&G - Perkin Elmer) also in San Antonio Texas.
On the 8th of September, 2006, BestLine completed the HFRR (High
Frequency Reciprocating Rig) Test, performed at Intertek Caleb Brett,
at their California laboratory which demonstrated that BestLine's
Diesel Fuel Treatment, when added to Ultra Low Sulfur Diesel (ULSD)
fuel, was able to reduce wear by over 25% from what is deemed
acceptable to use ULSD in 2006 or older diesel engines.
BestLine has completed a number of third party non-bias Beta tests,
involving racecars, passenger cars, Class 8 trucks, locomotives, etc.,
all with outstanding results. BestLine will continue to formulate, blend
and package its products at an Ohio production facility. BestLine is
dedicated to producing a full line of energy conserving products for
the consumer and industry alike.

STAR
': :::I '?*',*- [
;J%l;*"    td
MARINE ENGINE
CAT 3516 PROPULSION ENGINE - ANALYSIS OF COMBUSTION CATALYST SYSTEM
(BREAK-EVEN)
ANALYSIS PER ENGINE:                         4% REDUCTION  6% REDUCTION 7% REDUCTION  8% REDUCTION   9%REDUCTION
2.50 I GALLON   2.50 I GALLON  2.50 I GALLON   2.50 I GALLON    2.50 I GALLON
FUEL CONSUMPTION:                         60 GPH      60 GPH      60 GPH      60 GPH       60 GPH
ETI UNITS REQUIRED:                           TWO - E.E.S.-36 UNITS
CATALYST REQUIRED: 3 BOTTLES / UNIT                        6.00        6.00        6.00         6.00         6.00
CATALYST LIFE PER BOTTLE:                             500.00       500.00       500.00        500.00       500.00
HOURS OF OPERATION I YR                             4500.00      4500.00      4500.00       4500.00       4500.00
NUMBER OF BOTTLES / YEAR                             54.00       54.00       54.00        54.00        54.00
CATALYST COST PER BOTTLE                           450.00      450.00      450.00       450.00       450.00
CATALYST COST PER YEAR                           24300.00     24300.00     24300.00      24300.00      24300.00
CATALYST COST PER HOUR @I0GPH (note $0.875 per 12 gph)           5.40       5.40       5.40        5.40        5.40
TOTAL FUEL BURNED I YEAR HRS X GAL                    270000.00     270000.00     270000.00      270000.00     270000.00
FUEL REDUCTION:                                  0.04        0.06        0.07         0.08        0.09
FUEL CONSUMPTION PER HOUR:                          60.00       60.00       60.00        60.00       60.00
GALLONS SAVED PER HOUR                            2.46       3.60       4.20        4.80        5.40
GALLONS OF FUEL SAVED                           1 1070.00     16200.00     18900.00      21600.00      24300.00
COST PER GALLON                                 2.50       2.50        2.50        2.50        2.50
VALUE OF FUEL SAVED:                             27675.00     40500.00     47250.00      54000.00      60750.00
COST TO SAVE FUEL:
CATALYST COST PER YEAR                           24300.00     24300.00     24300.00      24300.00      24300.00
DELIVERY UNIT COST TOTAL (2 UNITS @ $1,650.00 EA DELIVERED Al      3300.00      3300.00      3300.00       3300.00       3300.00
TOTAL FUEL SAVINGS LESS COST PER ENGINE IN FIRST YEAR          75.00     12900.00      19650.00       26400.00      33150.00
FIRST YEAR INCLUDES AMORlZlNG DELIVERY UNlT
TOTAL FUEL SAVINGS LESS COST PER ENGINE IN SECOND YEAR       3375.00     16200.00     22950.00      29700.00      36450.00
TOTAL FUEL SAVINGS LESS COST PER ENGINE IN THIRD YEAR         3375.00     16200.00      22950.00      29700.00      36450.00
TOTAL FUEL SAVINGS LESS COST PER ENGINE IN FOURTH YEAR        3375.00     16200.00     22950.00      29700.00      36450.00
TOTAL FUEL SAVINGS LESS COST PER ENGINE IN FIFTH YEAR         3375.00     16200.00      22950.00       29700.00      36450.00
TOTAL SAVINGS AFTER 5 YEARS:                        13575.00     77700.00     111450.00      145200.00     178950.00

STAR TEST RESULTS FOR HOS BROS CONST
:t>Y,L$?&.?-jR&ff\'E
MACHINE: KOMATSU PC400LC-7 #3134 W/ TIER IIENGINE
DESCRIPTION           BASELINE TEST  500 HOUR TEST  ItW HOUR TEST  % OF CHANGE
FROM BASELINE
MACHINE MAKE:          KOMATSU
MACHINE MODEL:         PC6OOLC-7
MACHINE SERIAL NUMBER:    20170
MACHINE FRAME HOURS:     2417        2815        3535
ENGINE MAKE:           KOMATSU
ENGINE MODEL:          SA6D140E3 T-ll  SA6D140E3 T-ll  SA6D140E3 T-ll
ENGINE HOUR SINCE REBUILD:  2417 SINCE NEW  2815 SINCE NEW  3535 SINCE NEW
TEST CONDITIONS:
DATE OF TEST:           3-26-2008      7-28-2008      1 1-1 7-2008
TIMEOF TEST:            1:20 PM       9:45 AM       1:45 PM
HOURS RUN ON E.T.I. UNIT:          0       398       1134
AMBIENT AIR TEMP                57.8F         70.3         53.3
RELATIVE HUMIDITY                69.1         41.7         67.5
EXHUAST TEMPERATURE
STACK TIP                    341F         309F         301F DECREASE 40F
TURBO                  401F       363F       346F DECREASE 5%
SMOKE OPACITY               12.9%       11.7%       10.3% DECREASE 20.1%
STD EPA FUEL TEST - 2 HOURS    7.2 GAL I 2HRS  6.55 GAL I 2HRS  6.45 GAL I 2HRS DECREASE 10.4%

Note: Please note that the Standard EPA Test for a Mobile Diesel Engine consists of starting with your fuel at a mark that can be duplicated. The engine
is run for two hours at high idle, no load, no operator. This is done to remove the human influence on operations. At the conclusion of two hours the fuel
is replaced and the amount used is recorded. So that it can be used to measure against future tests. Once load is introduced reduced fuel consumption
may improve up to a efficiency rate determined by the engine.

STAR
BORAT12WE
P.O. BOX 1318 MONROE, WA 98272  pH#: 360 794-9100 FAX#:360 805-8565
TEST RESULTS FOR BUSE TIMBER
MACHINE:  CATERPILLAR 9888 LOGGER SIN: 50W01260
EMISSION TECH UNIT: 601 5003005614
DESCRIPTIQN             BASELINE TEST  500 HOUR TEST  %OF CHANGE
MACHINE MAKE:            CATERPILLAR   CATERPILLAR
MACHINE MODEL:           9886 LOGGER   9886 LOGGER
MACHINE SERIAL NUMBER:      50W01280     50W01280
MACHINE FRAME HOURS:       540 (NEW METER) 1160 HRS IND.
30,000 PLUS HRS  30,000 PLUS HRS
ENGINE MAKE:             CATERPILLAR   CATERPILLAR
ENGINE MODEL:            3408        3408
ENGINE HOUR SINCE REBUILD:    UNKNOWN     UNKNOWN
TEST CONDITIONS:







Note: Please note that the Standard EPA Test for a Mobile Diesel Engine consists of starting with your fuel at a
mark that can be duplicated. The engine is run for two hours at high idle, no load, no operator. This is done to
remove the human influence on operations. At the conclusion of two hours the fuel is replaced and the amount
used is recorded. So that it can be used to measure against future tests. Once load is introduced reduced fuel
consumption may improve up to a efficiency rate determined by the engine.

STAR
BORATlVE
P.O. BOX 1318 MONROE, WA 98272  pH#: 360 794-9100 FAX#:360 805-8565
TEST RESULTS FOR: NORTHWEST CONSTRUCTION
MACHINE:        KOMATSU PC600LC-7
ECO-EMISSION UNIT:  E.E.S-12  SIN: 601 5003005823
DESCRIPTION            BASELINE TEST  400 HOUR TEST  % OF CHANGE
MACHINE MAKE:           KOMATSU     KOMATSU
MACHINE MODEL:          PC6OOLC-7     PC6OOLC-7
MACHINE SERIALNUMBER:     20170 2001YR  20170 2001YR
MACHINE FRAME HOURS:      5633        601 8
ENGINE MAKE:            KOMATSU     KOMATSU
ENGINE MODEL:           SA6D140E3     SA6D140E3
ENGINE HOUR SINCE REBUILD:   5633 SINCE NEW  6018 SINCE NEW
TEST CONDITIONS:
DATE OF TEST:            AUG 28,2008    NOV 15,2008
TIME OF TEST:             2:30 PM        2:45 PM
HOLIRS RUN ON E.E.S. UNIT:         -0- HRS      385 - HRS
AMBIENT AIR TEMP                 81.6F        52.3F
RELATIVE HUMIDITY                 44.2         91.3
EXHUAST TEMPERATURE
AT EXHAUST -TIP:                    494          429 DECREASE:   6 5 ~
AT TURBO:                      564         495 DECREASE:  69F
SMOKE OPACITY                 56.2        40.3 DECREASE: 28.3%
STD EPA FUEL TEST - 2 HOURS    10.4 GAL I 2HRS  8.65 GAL I 2HRS DECREASE: 16.8%


PLEASE NOTE: THE EXCESSIVE BLACK SMOKE APPEARS TO HAVE BEEN REDUCED QUITE A BIT AS
VERIFIED BY THE REDUCTION IN OPACITY. THE ENGINE STILL APPEARS TO HAVE AN EXHAUST LEAK
BETWEEN #5 & #6 CYL
Note: Please note that the Standard EPA Test for a Mobile Diesel Engine consists of starting with your fuel at a
mark that can be duplicated. The engine is run for two hours at high idle, no load, no operator. This is done to
remove the human influence on operations. At the conclusion of two hours the fuel is replaced and the amount
used is recorded. So that it can be used to measl-ireagainst future tests. Once load is introduced reduced fuel
consumption may improve up to a efficiency rate determined by the engine.

1
STAR
COLLABaRATBVE
P.O. BOX 1318 MONROE, WA 98272  pH#: 360 794-9100 FAX#: 360 805-8565
TEST RESULTS FOR: RED-E-TOPSOIL, INC
MACHINE:        CAT 980G S1N 2KR02762
ECO-EMISSION UNIT:  E.E.S-12  SIN: 6015003005612
DESCRlPTlQN            BASELINE TEST 500 HOUR TEST % OF CHANGE
MACHINE MAKE:           CATERPILLAR  CATERPILLAR
MACHINE MQDEL:          980G       980G
MACHINE SERIAL NUMBER:     2KR02762     2KR02762
MACHINE FRAME HOURS:      20433       20950
ENGINE MAKE:            CAT        CAT
ENGINE MODEL:           3406TA      3406TA
ENGINE HOUR SINCE REBUILD:   2940        3457
TEST CONDITIONS:
DATE OF TEST:            2-15-2008     5-15-2008
TIME OF TEST:             11:30 AM      6:40 AM
HOURS RUN ON E.T.I. UNIT:          0       517
AMBIENT AIR TEMP                39 F        48 F
RELATIVE HUMIDITY               53.5%       57.8%
EXHUAST TEMPERATURE           579 F       483F DECREASED 96 F
SMOKE OPACITY                12.7       10.6 DECREASED 17%
STD EPA FUEL TEST - 2 HOURS          14.1        12.8  DECREASED 9.3%


Note: Please note that the Standard EPA Test for a Mobile Diesel Engine consists of startirlg with your fuel at a
mark that car1be duplicated. The engine is run for two hours at high idle, no load, no operator. This is done to
remove the human influence on operations. At the conclusion of two hours the fuel is replaced and the amount
used is recorded. So that it can be used to measure against future tests. Once load is introduced reduced fuel
consumption may improve up to a efficiency rate determined by the engine.

STAR
BORATIVE
TEST RESULTS FOR: WATSON ASPHALT

ECO-EMISSION UNIT:  E.E.S-12
DESCRIP'TION           BASELINE TEST 500 HOUR TEST  96 QF CHANGE
MACHINE MAKE:         CATERPILLAR  CATERPILLAR
MACHINE MODEL:        980G SERIES II  980G SERIES II
MACHINE SERIAL NUMBER:   AWH02459    AWH02459
MACHINE FRAME HOURS:    6077       6489
ENGINE MAKE:          CATERPILLAR  CA'TERPILLAR
ENGINE MODEL:         3406TA Tier ll   3406TA Tier ll
ENGINE HOUR SINCE REBUILD: 6077        6489
TEST CONDI'TIONS:
DATE OF TEST:           1-16-2008     8-1 2-2008
TIME OF TEST:           10:40 AM      2:20 pm
HOURS RUN ON E.T.I. UNIT:         0       412
AMBIENT AIR TEMP               34F       86.2 F
RELATIVE HUMIDITY              74.2        38.5
EXHUAST TEMPERATURE          449 F      381 F Decrease 68 F
SMOKE OPACITY             27.39%      20.8% Decrease 24%
STD EPA FUEL TEST - 2 HOURS   9.7 GAL I 2HR   8.8GALl2 HR Decrease 9.3%
(HIGH IDLE - NO LOAD)

Note: Please note that the Standard EPA Test for a Mobile Diesel Engine consists of starting with your fuel at a
mark that can be duplicated. The engine is run for two hours at high idle, no load, no operator. This is done to
remove the human influence on operations. At the conclusion of two hours the fuel is replaced and the amount
used is recorded. So that it can be used to measure against future tests. Once load is introduced reduced fuel
consumption may improve up to a efficiency rate determined by the engine.
P.O. BOX 1318 MONROE, WA 98272  pH#: 360 794-9100 FAX*: 360 805-8565

STAR
BORATSVE
P.O. BOX 1318 MONROE, WA 98272  pH#: 360 794-9100 FAX#:360 805-8565
TEST RESULTS FOR WATSON ASPHALT
MACHINE:        CAT 980G SIN: 9CM02088 UNIT#: 59
ECO-EMISSION UNIT:  E.E.S-12  SIN: 601 5003005618
DESCRIPTION             BASELINE TEST  500 HOUR TEST  %OF CHANGE
MACHINE MAKE:            CATERPILLAR   CATERPILLAR
MACHINE MODEL:           980G        980G
MACHINE SERIAL NUMBER:      9CM02088     9CM02088
MACHINE FRAME HOURS:       10033       10536
ENGINE MAKE:             CATERPILLAR   CATERPILLAR
ENGINE MODEL:            3406TA       3406TA
ENGINE HOUR SINCE REBUILD:    10033        10536
TEST CONDITIONS:
DATE OF TEST:             1-1 6-2008      5-13-2008
TIME OF TEST:              9:35 AM        11:40 AM
HOURS RUN ON E.T.I. UNIT:            0        503
AMBIENT AIR TEMP                 34.2 F        56.8 F
RELAI'IVE HUMIDITY                   66.3          74.2
EXHUAST TEMPERATURE             487 F       393 F DECREASE 94F
SMOKE OPACITY                  42.7        38.7 DECREASE 9.3%
STD EPA FUEL TEST - 2 HOURS      12.6 GALLONS  11.55 GALLONS DECREASE 8.30%


Note: Please note that the Standard EPA Test for a Mobile Diesel Engine consists of starting with your fuel at a
mark that car1 be duplicated. The erlgine is run for two hours at high idle, no load, no operator. This is done to
remove the human influence on operations. At the conclusion of two hours the fuel is replaced and the amount
used is recorded. So that it can be used to measure against future tests. Once load is introduced reduced fuel
consumption may improve up to a efficiency rate determined by the engine.

STAR
BORATIVE
P.O. BOX 1318 MONROE, WA 98272  pH#: 360 794-9100 FAX#:360 805-8565
TEST RESULTS FOR: MILES SAND & GRAVEL
MACHINE:        CAT 980H SIN: JMS00839 UNIT 586
ECO-EMISSION UNIT:  E.E.S-12 SIN: 6015002003005625

MACHINE MAKE:           CAT ERPILLAR  CAT ERPILLAR
MACHINE MODEL:         980H        980H
MACHINE SERIAL NUMBER:     JMS00839     JMS00839
MACHINE FRAME HOURS:     5948.5       6614.7
ENGINE MAKE:           CATERPILLAR   CATERPILLAR
ENGINE MODEL:           C15 ATAAC    C15 ATAAC
ENGINE HOUR SINCE REBUILD:   5948.5       6614.7
TEST CONDITIONS:
DATEOF TEST:           3-8-2008      5-1 4-2008
TIME OF 'TEST:              1:45 PM        4:05 PM
HOURS RUN ON E.T.I. UNIT:          0      666.2
AMBIENT AIR 'TEMP                 44.3 F        56.7 F
RELATIVE HUMIDITY                68.4        63.2
EXHUAST TEMPERATURE           415 F      349 F DECREASED  66F
SMOKE OPACITY                9.63%      6.86% DECREASED 39.6%
STD EPA FUEL TEST - 2 HOURS    11.4 GALLONS  10.35 GALLONS DECREASED 9.2%


Note: Please note that the Standard EPA Test for a Mobile Diesel Engine consists of starting with your fuel at a
mark that car1be duplicated. The engine is run for two hours at high idle, no load, no operator. This is done to
remove the human influence on operations. At the conclusion of two hours the fuel is replaced and the amount
used is recorded. So that it can be used to measure against future tests. Once load is introduced reduced fuel
consumption may improve up to a efficiency rate determined by the engine.

Demonstration Sheet

Emissions Technology lnc. 3620 E. Wer Ave Phoenix, Arizona 85040 (602)288-01 11 htt~://www.emissionstech.com

12 - 7 Freightliner
2004 DD Series 60 Engine         JFuel Savings of 12.3%
J Fuel Consumption before.....5-0mpg
J Fuel Consumption after.. . .....5.6 mpg
J Catalyst Run Time of 400 hours
J Approx.Annua1 NET Savings..$4,500
J Driver Comment- "Iwent more miles
and drove faster uphill (with greater
ease) with less fuel"


Arizona Materials
Phoenix, AZ


*           Field Results Supplied by
EP'-
- Emissions Products International, LLC. m7400 W Detroit St Ste 150  Chandler, AZ  85226  (877) EPI-INTL

DC-100 OTR Application
Heritage Trucking -Phoenix, AZ
AugustDctober 2005

Two Kenworths
Engines: Cat. & Cummins
AVG. Fuel Consumption
before - .......... -4.93mpg
AVG. Fuel Consumption
after - ..............5.50 mpg
Percent Fuel
Savings................10.6%





Emissions Products international, LLC
7400 W. Detroit Street #I 50, Chandler, Arizona 85226 USA  @ (480) 705-4444 or (877) EPI-INTL @ e-mail: infoaepi-intl.com

Demonstrationsheet

Emissions Technology lnc. 3620 E. Wier Ave Phoenix, Arizona 85040 (602) 288-01II htt~:Ilwww.emissionstech.com
SAE J1321 Test Performed
2005 KenworthMixer
Cummins ISM
4Fuel Savings of 11.3 h0 *
335HP

Fuel Consumption before .4.13 mpg*
Fuel Consumption after....4.60 mpg*
Fuel Savings ................O.47 mpg*
Fuel Saved in 400 Hours
.............................203 Gallons*
Approx. Annual NET Savings
......................................$1550
*
Numbers Based off of SAE J1321 Test


' Field Results Suppliedby
EF'
Emissions Products International. LLC. 15024 S. 2 1 Place Phoenix. AZ - 85048 = (877) EPI-INTL

En~ssio,~sProducfsI~ternadliofial~LLC
DC-100 OTR Application
Desert Fleet-Serv - Phoenix, AZ
June - November 2005


P lsuzu Cab-over
P Fuel Consumption before- ...
...................................8.97 mpg
k Fuel Consumption after....
...................................... 9.92 mpg
3 Percent Fuel Savings......
........................................ .10.7%
>Fuel Saved.. =0.5 gallons/hour
> Gallons Saved in 400 Hours
....................200 gallons




Emissions Products International,LLC
7400 W. Detroit Street #l5O, Chandler, Arizona, 85226 USA @ PHN: (877)EPI-INTL @ e-mail: info@epi-intl.com

EMiSSlONS       DemonstrationSheet
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Emissions Technology Inc. 3620 E. Wier Ave Phoenix, Arizona 85040 (602) 288-0111 htt~://www.emissionstech.com

Kenworth On-Road Truck
Cummins Big Cam 2 400        48.5% Fuel Savings
400HP

El Fuel Consumption before .........5.44 mpg
Fuel Consumption after ........-4.98mpg
Fuel Savings ........................48 mpg
Approx. Miles Driven per Year 100,000
Approx. Gallons Saved/Year ........1700
El Current Price of On-Road Fuel ......$2.80
PI Estimated SavingsNear ............$4760






Field Results Supplied by
AgFuel Technologies. PO Box 5748 Mohave Valley, AZ 86446 928-330-3402

DC-100 Tub Grinding Application
S. M. Smith & Son, Inc., Charlotte, NC

Hogzilla TC1564P Tub Grinder
CAT 3412@1,00Ohp
Twin 'turbo
Fuel Consumption before ....
......................................... 28 gph
Fuel Consumption after .......
........................................  22 gph
Fuel Savings................... ..
.I
6 gph
Percent Fuel Savings.........22%
Catalyst Run Time of 400 Hours
x 6 gph saved = app. 2,400
gallons saved




Emissions Products Internationai, LLC
15024 S. 21s' Place, Phoenix,Arizona, 85048 USA    602-549-7935 @ e-mail: infoaepi-intl.com

DC-100 Pavement Profiler Application
Delta Contracting, Haw River, NC
CMI Terex PR5OOC Roto Mill
CAT 3408@530 hp
Fuel Consumption before ....... 16.6 gph
Fuel Consumption after.. ......l4.1gph
Fuel Savings............................ -2.5gph
Percent Fuel Savings.. .............15 %
Catalyst Run Time of 440 hours x 2.5
gph saved =app. 1,100 gallons saved

CMI Terex PR 500 C Pavement Profiler







DC 100 Mounting inside engine compartment            Air intake fittings from DC 100

';[cl;i[~el-  ~ f ? ~ ( ' . i - \ .:\(':is\  i, zild \,iyEl.>;\
943 Sandswood Drive e Gastonia, NC 28054 sp Phone 8001775-6078 s Fax 7041868-5876
@ ii\i\i..ci~si!lstezi).~i'r

BY MICHAEL     EversinceWesternTowboat's OceanNavi-  ment in air emissions, said Eco Star's Paul Mas- $
0
CROWEY,       gator was built in Seattle in 1986, the en-  son.                    ki
CORRESPONDENT      gine room installation of its two 1,550-hp   Over 5,000 of the combustion catalyst systems
Caterpillar 3516 engines was similar to hundreds  have been installed on land-based engines, includof
other conventionally powered tugs. Late this     ing trucks, off-highway earth moving machinery
summer, however, a new device was attached to    and generators."But this is the first major marine
panels behind the tug's starboard engine with a     client,"said Masson, who added that the equipfeed
connected to the engine's intake.           ment hasn't had to be adapted for marine engines.
Two black cases on the panels hold several clear  "It's treated just likea normal installation."
bottles containing finely ground platinum held in
suspension in propylene glycol and distilled water.            NOT A FUEL ADDITIVE
Above the bottles are pumps with hour meters.      Masson emphasized that the combustion cata-
These items are the key ingredients of the Eco    lyst system is not a fuel additive. It's not mixed
Emissions combustion catalyst system from Eco   with the fuel in any way.
Star in Monroe, Wash. If things work as planned,    The platinum-based catalyst is injected as a
the Ocean Navigator'sCat engines should see a    vapor into the engine intake. At low speeds and
drop in fuel consumption along with an improve-   idling, the pumps provide the vapor, but as the
www.workboat.com OCTOBER 2008 WORKBOATas seen in the pages of WorkBoatmagazine

consumption when ignition takes place.  drop in NOx emissions and particulate     Between Aug. 25 and Sept. 2, the
Along with a more complete burn, a   matter, according to Masson.        Ocean Navigator made a nine-day trip
couple of other things also occur. First,                                 that allowed Masson to establish base
the layer of soot in the engine from              FUEL SENSORS           lines on the two engines for fuel and
unburned hydrocarbons is burned up,      Needing accurate fuel consump-     temperature readings. The combustion
which cleans up the top of the piston,    tion by the two Cat diesels, Masson     catalyst system was not used on either
the face of the head, cylinder walls and   equipped each engine with an Austrian-   engine during this trip.
piston rings. This cuts friction.         made Kral flow meter system. The       On the next three trips, the star-
Second, with not as much un-       problem with most electronic monitor-   board engine will have the combustion
bumed fuel in the exhaust, the exhaust   ing systems on modern diesels, Masson  catalyst system engaged while the
temperature is lowered, which has a     said, is "they just take readings that are   port engine will be operating without
tremendous effect on engine longev-    constant averages," whereas the Kral    it. Relative fuel consumption will be
ity. Masson said it helps extend the       flow meter system "is spot specific."      carefully monitored. The first 10-day
time between engine rebuilds from 20     "It takes whatever that moment is,     trip began on Sept. 5. "This trip will
percent to 30 percent.               under whatever the load factor is. It tells  bum out the soot and clean up the
A more complete fuel bum, less soot,  how much fuel is going through sensor   engine. On the next two, we should see
lower exhaust temperature -take all    A- and notes the temperature -and   differences in fuel consumption and
those things together and you have a     tells how much is coming back through   see the engine stabilize with the unit on
much more efficient engine.          the return sensor. You get a true burn     it. We'll get more accurate numbers of
"Depending on the engine and its    rate and a true gallon consumption."   what is happening," Masson said.
application, you could reduce the fuel     Masson added that Eco Star paid to     Another thing the three trips will
consumption by six to 14 percent,"     have the Kral system and its sensors    show is how much catalyst is required
Masson said.                   IS09000 certified, which guarantees    for a Cat 3516 in a marine applica-
Another benefit is improved air emis-  "all the sensors have an accuracy with-   tion. The combustion catalyst system
sions. There will be a 50 to 60 percent   in one-tenth of one percent," he said.    is on about 80 land-based gensets with








www.workboat.com OCTOBER 2008 WORKBOATas seen in the pages of WorkBoatmagazine               2

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