FRICTION FREE 3000™ - Page 1 of 19
FRICTION FREE 3000™
ENGINE TREATMENT
AND
MULTISTAGE LUBRICANT
FRICTION FREE 3000™
ENGINE TREATMENT
When two hard metal surfaces collide, conventional fluid-film lubrication can fail. Friction
Free 3000™ Engine Treatment is a formulation of soft ductile metals and suspension
agents that provides solid boundary protection under extreme conditions of metal-to-metal
contact.
A step beyond ordinary lubrication. Friction Free 3000™ Engine Treatment protects,
preserves, and restores new and old engines alike. Metallurgists in the field of tribology (the
study of friction) confirm that soft metals provide superior friction-reducing qualities and
enhanced lubrication between two hard surfaces. The use of Friction Free 3000™ can increase
gas mileage, prevent dry starts, and reduce exhaust emissions.
How does it work? As metal moves against metal, microscopic soft-metal particles migrate into
pits, crevices, and scratches caused by friction wear. Unlike conventional film lubricants, which
cannot properly protect against these conditions, the Friction Free 3000™ micro-metals fill,
pack, and plate the imperfect surfaces, restoring them to near-original condition. The remaining
micro-metals constantly circulate to provide added lubrication while seeking out new areas of
surface wear.
Applications: Friction Free 3000™ is intended for use in gasoline and diesel engines and
should be poured in the oil reservoir, not the fuel tank. It can be used in small 4-cycle
engines, but should not be used in 2-cycle engines where oil is mixed directly with the fuel.
Friction Free 3000™ can also be used in standard transmissions, differentials, and gear boxes,
but is not intended for automatic transmissions, limited slip or positrac differential, or any
unit requiring limited lubrication. This product is also not intended for use in high-pressure
multi-stage compressors over 500 psi. Friction Free 3000™ may be used in hydraulic systems.
Treatment ratio is 2 oz. per gallon of oil up to 5 gallons, then add ½ oz. per gallon of oil
thereafter. Friction Free 3000™ is compatible with standard and synthetic motor oils.
TREATMENT RATIO: In gas or diesel engines with 4, 6, or 8 cylinders, use one bottle (8 oz.).
With crankcase capacities over 8 quarts, add 1 oz. Per quart for the first 8 quarts and ½ oz. Per
quart thereafter. In standard transmissions, differentials and gear boxes, apply 4 oz. Per quart of
lubrication.
Instructions for use. Change the oil and filter. Start the engine and allow it to reach operating
temperature. Stop the engine and immediately add Friction Free 3000™ Engine Treatment.
Immediately restart the engine and drive the vehicle for about ten minutes.
FRICTION FREE 3000™ - Page 2 of 19
FREQUENTLY ASKED QUESTIONS ABOUT FRICTION FREE 3000™
What do you mean by boundary? There are two levels of lubrication. The first,
“hydrodynamics” relates to the film between the surfaces in question. This is the primary
purpose of the lubricant. When the film is removed, we need some form of “boundary” or
secondary level of protection as the two surfaces are directly in contact with each other – there is
no fluid “film” between them anymore. In these extreme cases Friction Free 3000™ provides a
measurable advantage. Plating that occurs on the bearing surfaces with use of Friction Free
3000™ provides excellent “boundary” protection to overcome (on a temporary basis) the
damage that would be caused with such extreme cases of increased friction and temperatures.
Should I be concerned because of the “lead”? Friction Free 3000™ uses “elemental” lead. It
must be converted from this form to an organic or inorganic compound to pose any significant
threat. Of course, caution should be used with all chemical products. However, the potential risk
is very low and reduced to zero if proper handling procedures are used and the bottle instructions
followed.
What can I expect by adding Friction Free 3000™ to my engine oil? Friction Free 3000’s™
micro-metallic formulation will translate into a smoother running engine. Lower operating
temperatures, better fuel economy, and reduced oil consumption are just a few of the results
reported by customers. Because of the plating and more efficient combustion, exhaust gas
emissions are also lowered. This means a cleaner and healthier environment for everyone.
Can I use Friction Free 3000™ in other than my engine? You will attain similar benefits
when you use the Friction Free 3000™ Engine Treatment in your transmission (standard) and
differential. DO NOT USE IN AUTOMATIC TRANSMISSION RESERVOIRS. Other uses
for machinery, etc., are also listed on our product’s packaging.
Can Friction Free 3000™ be used in Diesel Engines? Yes. In 4, 6, or 8 cylinder engines. DO
NOT use it in 2-cycle engines such as weed eaters.
Why should I consider Friction Free 3000™? Oils are already blended with additives that
serve various requirements. Dispersants/detergents, oxidation inhibitors, extreme pressure antiwear agents, and friction modifiers are but a few of the many “ingredients” in today’s motor oils.
Though sufficient, these “additives” do not address the gradual wear, surface irregularities and
high demands placed on engines by most drivers. Friction Free 3000’s™ unique micro-metallic
formulation enhances the lubricity surfaces.
What do you mean by slipperiness? A lubricant must allow the surfaces to pass along each
other with the minimum of friction. Friction is directly related to heat, wear, and fuel economy.
Friction Free 3000™ increases the lubricity of the oil – allowing the two surfaces to pass
smoothly. The particles (spherical in shape) act as small “ball bearings” so to speak.
Will these “ball bearings” get caught in the oil filter? Factory filters trap particles in the 2025 micron range. Through the process of atomization we select pharmaceutical grade copper and
elemental lead for Friction Free 3000™. These micro metallic elements are smaller, 5-15
microns, so they do not get filtered out. As a reference, baby powder (talc) is in the 20-micron
range, so you can see we are talking very fine down in the 5-15 micron range.
FRICTION FREE 3000™ - Page 3 of 19
You also mention the ability to restore. How does Friction Free 3000™ accomplish this?
Through the incorporation of a patented blend of the micro metals – size, percentage, and
concentration – Friction Free 3000™ plates the surface imperfections (worn areas). Much like a
plasterer who fills imperfections with wall compound – the soft malleable micro metals in
Friction Free 3000™ pack, fill, and “plate” the irregularities in the bearing surfaces. This aspect
of Friction Free 3000™ is documented in the U.S. Patent on which our formula is based. This
patent number is printed on each bottle – giving us credibility in a competitive area where many
products and claims are made without substance. This plating also gives Friction Free 3000™
superior “boundary” lubrication characteristics.
LEAD
Lead is a dull gray, soft metallic element. It occurs naturally in many forms but most commonly
in the sulfide mineral, galena. The natural galena is processed and elemental lead is produced.
Elemental lead has many uses in its pure state and is particularly important in car batteries. The
greatest uses of lead occur from its chemical derivatives such as lead sulfide or lead chloride.
The most important and best known use of lead is as an organic derivative, tetraethyl lead, the
anti-knock additive used in gasoline. This compound has been used heavily for several decades.
There is widespread concern over the toxicity of lead and its place in the environment. Well
publicized lead toxicity dates back to use of leaded pottery during the Roman civilization. More
recently, child poisoning due to lead paint ingestion has made the news. The current concern of
lead poisoning and toxicity is the contamination of the environment by automobiles that use
leaded gasoline. The use of this component is currently being curtailed and should drop to a
negligible amount in the near future.
The toxicity of lead and its compound is serious and should not be taken lightly. However,
several factors must be considered if one is to adequately access the risk.
While lead poisoning is a serious industrial problem, the mere presence of lead and its compound
does not necessarily result in exposure or poisoning. The lead substance must enter the body in
some form before any exposure actually exists. It can be taken into the body in any of three
ways: inhalation, ingestion or absorption through the skin.
When lead or its compounds are ingested, most of it passes through the body unabsorbed. Some
are caught by the liver and eliminated in the bile. Some are absorbed by the body and begin to
accumulate. The effects are generally cumulative and slow to manifest themselves.
When lead or its compounds are inhaled, the bulk of the material is trapped by the upper
respiratory system and eliminated through the stomach. Some of the material may reach the
lungs where it is trapped. This material is readily absorbed into the blood stream. This type of
exposure can result in rapid poisoning and almost immediate symptoms.
Absorption through the skin is not considered a serious problem in most cases. The exception is
for organic lead compounds. These materials are readily absorbed and can cause immediate
toxicity. The major culprits are compounds like tetraethyl lead.
FRICTION FREE 3000™ - Page 4 of 19
The level of toxicity in the body is a direct function of the amount of materials that are absorbed.
The absorption rate is directly dependent on the type of lead compound. Inorganic lead salts like
lead chloride are absorbed fairly easily by the body and are a serious problem. Organic lead
compounds are always a threat. Elemental lead is not absorbed by the body. It must first be
converted to a salt by chemical reactions before it is absorbed. Therefore, the risk from exposure
due to elemental lead is less than that from other lead compounds. A risk does exist, but the
actual level is not well understood. Since lead is a cumulative poison, no risk should be
overlooked.
Lead poisoning commonly appears as one of several clinical problems. Lead poisoning is most
often classified as (a) alimentary; (b) neuromotor; or (c) encephalic. Alimentary toxicity is the
most common with the patient experiencing abnormal discomfort with possible constipation, loss
of appetite, nausea, vomiting, insomnia, weakness, and joint and muscle pain. Neuromuscular
toxicity is most frequently associated with loss of adequate control of the wrist, the hands, the
feet and disorientation. Seldom is paralysis observed, but it can happen. Encephalitic toxicity is
usually associated with rapid and heavy lead absorption. It is observed as stupor, dizziness,
headache, confusion and often convulsions. In any case, diagnosis should be made only upon
confirmatory data from blood and urine tests.
Consider the case for Friction Free 3000™ Engine Treatment. This product contains elemental
lead dispersed in an oil base. In this condition it is not likely that material will be inhaled. Upon
contact with the skin it is easily washed off and poses no more threat than handling a lead brick.
The primary mode of exposure to the lead would be by ingestion.
If this product were ingested, it could result in assimilation and poisoning. However, consider
that only a small amount of the available lead could be absorbed because it is in the wrong form.
It is in an oil carrier, and is passed through the digestive systems rather quickly. Of course,
numerous exposures due to any source can be harmful and any exposure should be avoided if
possible.
The potential risk of lead poisoning associated with the use of Friction Free 3000™ Engine
Treatment is very low and reduced to zero if proper handling procedures are used and the bottle
instructions followed. There is no more risk of lead poisoning while using Friction Free 3000™
than from the battery in the car itself.
The vaporization of sulfuric acids containing elemental lead from car batteries poses a much
higher risk than the addition of Friction Free 3000™ to an engine’s crankcase. Tests conducted
by Hauser Laboratories (ref. 82-471) showed no increase in lead exhaust emission with the
addition of Friction Free 3000™.
The U.S. Department of Labor’s Office of Safety and Health Administration (OSHA) inspected
the manufacturing facility and gave its stamp of approval especially when they discovered that
Friction Free 3000™ Lubricants used elemental rather than organic/inorganic lead compounds.
FRICTION FREE 3000™ - Page 5 of 19
EVALUATION OF FRICTION FREE 3000™ CRANKCASE ADDITIVE
HAUSER LABORATORIES
P.O. BOX G., BOULDER, COLORADO 80302
TABLE OF CONTENTS
1. Introduction
2. Test Parameter
A. Over the Road Vehicle Tests
B. Laboratory Tests
3. Test Results
A. Over the Road Vehicle Tests
B. Laboratory Tests
4. Discussion
5. Conclusion
Appendix
1. Introduction
The search for crankcase lubricants for internal combustion engines has been underway since the
invention of the automobile nearly one hundred years ago. The principal lubricants used in
internal combustion engines are petroleum based. However, a wide spectrum of synthetic and
natural additives have been developed. The result of this work has been the advent of the superior
lubricants used today.
The search for these lubricants is still progressing. A product was brought to us for evaluation
which is novel to modern lubrication science. The Friction Free 3000™ additive takes advantage
of a special, slippery particulate combination suspended in a petroleum based lubricant.
To evaluate the Friction Free 3000™, we chose to combine test programs involving automobile
engines under normal service conditions and multiple lab scale tests. We therefore initiated the
following program:
The test procedures and data represented in this report have been prepared and conducted
exclusively by Hauser Laboratories. The results are accurate and reasonable under restraints of
this program.
FRICTION FREE 3000™ - Page 6 of 19
2. Test Parameters
A. Over the road Vehicle Tests
Four different automobile engines were tested during this program. The primary test engine was
car #1. This car was extensively tested and at the end of the test sequence, the engine was
disassembled and carefully inspected. Scanning electron microscopy was used to examine select
parts of the engine. The following procedures were used in performing the tests. Not all tests were
performed on all of the vehicles.
Gas Mileage Evaluation:
Test Track: The overall scope of this testing program was to provide a hands on method of
lubricant analysis which simulated actual driving conditions. Therefore, our test tract consisted of
a 3.5 mile stretch of four lane divided highway. This particular stretch was chosen for its
uniformity of surface, gently curves, smooth traffic flow, ease of access and gently inclines.
Distance and Speed Evaluation: All gas mileage test results are relative to the vehicle tested and
not necessarily absolute. The odometer and speedometer of each car tested was checked and
calibrated. In the worst case, the odometer was off by 4% over actual readings and the
speedometer was off by 3.5% over actual speeds. In all cases, the odometer and speedometer
readings were reproducible to 1.5%. All test cars were driven by the same driver. Speeds were
controlled manually and found to fluctuate between 48.5 and 51 mph over the test track.
Variations were of a random nature.
*The odometer and speedometer used were factory equipment in all test vehicles.
Test cars were equipped with secondary gasoline reservoirs inside the driver’s compartment. The
total volume of gasoline was visible within the vessel. The reservoir was connected to the engine
fuel line via a switch valve. Volume readings and changeover were accomplished easily and
smoothly from within the driver’s compartment. All fuel consumption readings were reproducible
= 5 ml.
Environmental Conditions: The gas mileage tests were conducted over an extended time period,
stretching from warm summer months into cool fall months. It was impossible to duplicate
conditions each time. We recognize that varying atmospheric conditions can affect engine
performance. To minimize these parameters, on warm days, tests were conducted in the early
morning, with temperatures between 60-70° F. All tests were conducted on windless, sunny days
with a relative humidity reading below 35. On questionable days, the tests were repeated within
24 hours to establish confidence levels.
Mechanical Conditions: Prior to all tests, the automobile under test was inspected and adjusted as
necessary. Tire pressure, engine dwell, ignition points resistance, timing advance and filters were
inspected, replaced and/or adjusted as appropriate to maintain maximum operating conditions.
The car weight was adjusted by checking the main fuel tank level. The gasoline used in all tests
was purchased in bulk and retained at Hauser Labs to be allocated as needed. The test fuel was
“regular” leaded gasoline as provided by a major supplier in this area. The octane rating was 87.
FRICTION FREE 3000™ - Page 7 of 19
Human Error: As mentioned, the same driver was used for each gasoline mileage test.
Considerable effort was taken to duplicate test sequences. The test protocol which follows was
strictly adhered to.
Gas Mileage Run Protocol – Test Sequence:
1. Park at station #1 and turn engine off.
2. Record internal fuel level, mileage and operating temperature.
3. Place gasoline valve in “Tank” position for fuel flow.
4. Start car and proceed to station #2 and stop.
5. Accelerate moderately to 50 mph.
6. Maintain 50 mph for 0.1 mile before starting test.
7. At predetermined mileage reading, turn gasoline valve to “Sample” position.
8. Maintain 50 mph speed for 3 miles. *
9. At predetermined mileage reading, switch gasoline valve back to “Tank” position.
10. Slow, proceed to point #3 and stop.
11. Shut off engine. Repeat all readings and record data.
12. Start engine and proceed to point #4.
13. Accelerate moderately to 50 mph.
14. Maintain 50 mph for at least 0.1 mile before starting test.
15. At predetermined mileage reading, turn gasoline valve to “Sample” position.
16. Maintain 50 mph for 3 miles. *
17. At predetermined mileage reading, switch gasoline valve to “Tank” position.
18. Slow, proceed to point #1 and turn engine off.
19. Take all necessary mileage and fuel readings.
20. Sample run completed, repeat entire sequence 3 times on any given day to complete mileage
test.
Perform test in 4th gear in standard transmission. Perform test in high gear for automatic
transmission.
Engine Evaluation: All engine parameters were monitored on sunny, warm days with the engine
at operating temperature. Duplicate readings were always taken and recorded. Cylinder
compression readings were taken with two testers, the screw-in type and the compression-fit type.
If both sets of readings were inconsistent or in variance for any reason, the test data was
discarded, the accessible check valves cleaned and the test repeated within 24 hours. Three
readings were taken for each cylinder during compression tests.
Cold compression tests were performed in the morning hours, within 24 hours of a hot test series.
The engines were allowed to stand overnight, for at least 18 hours without operating prior to the
testing.
All data was recorded and labeled as to odometer readings and dates. Multiple data points were
averaged within acceptable confidence levels.
Oil pressure readings were always taken under the specified engine room conditions. Emission
readings were taken following “Emission Testing Protocol” procedure. Tests were always
performed on sunny days with atmospheric temperature between 65-75° F.
FRICTION FREE 3000™ - Page 8 of 19
Emission Testing Protocol:
1.
2.
3.
4.
5.
6.
Allow engine to obtain operating temperature by driving the automobile for 15-20 miles.
Allow engine to idle while hooking up the exhaust analyzer.
Allow analyzer to warm for 5 minutes prior to adjustment.
Set the instruments to zero reading and span reading as per instruction booklet.
Race engine to 2500 rpm for 1 minute and take readings.
Repeat procedure twice.
Scanning Electron Microscopy: Selected parts of the engine from car #1 were removed and
examined with a scanning electron microscope. X-ray analysis was also employed. The objective
was to inspect wearing surfaces for corrosion, erosion and other visible effects of surface wear or
deterioration.
B. Lab Scale Evaluation
Selected experiments were performed in the laboratory under controlled conditions. Physical
properties of the oil were investigated in conjunction with and without engine bench test.
Viscosity and Oxidation Study: The saybolt universal viscosities of several oil mixtures were
taken so that the effect of Friction Free 3000™ on the physical properties of engine lubricating oil
could be determined. Viscosity index was also determined. The raw materials were similarly
examined for comparison purposes.
In addition, the rate of oxidation of lubricating oil with and without Friction Free 3000™ present
in the oil was studied. Tests were performed in laboratory glassware with constant stirring to
simulate air introduction as experienced during circulation within internal combustion engines.
Temperatures used exceeded those experienced during normal operation of an internal
combustion engine. Chosen test temperatures did not exceed the critical oxidation temperature of
the oil. Viscosity data was used to study the degree and rate of oxidation.
Engine Bench Test: This test was chosen to evaluate the mode of operation of Friction Free
3000™ as it pertains to lubrication within the internal combustion engine. A Briggs and Stratton
three horse power engine was operated under controlled conditions for specified periods of time.
During operation the gas consumption, oil wear, metals, bearing and shaft wear, cylinder wear,
and physical conditions of the oil were monitored. Scanning electron microscopy was used to help
evaluate the wearing surfaces within the engine.
The Briggs and Stratton engine used during these tests was a 3600 rpm gasoline engine. The
engine was outfitted with a Teel model 1P 869, 2” centrifugal water pump which was used to put
the engine under load conditions while in operation. The data was categorized as to hours of
operation of the engine relative to the addition of Friction Free 3000™. The amount of Friction
Free 3000™ added was equivalent to the addition of 5 ounces in 5 quarts of oil (the recommended
addition rate). Prior to the addition of the Friction Free 3000™ to the engine, the crankshaft and
push rods were miced and the cylinder walls inspected.
FRICTION FREE 3000™ - Page 9 of 19
3. Test Results
A. Over the Road Engine Evaluation
Car #1 1972 Pinto Wagon Standard Transmission
2 Liter Engine 4 Cylinders Radial Tires (28 psi inflation pressure)
TEST RESULTS: Car #1
Miles on Oil Change
1000
2500
3100
Miles since FF 3000
4300
5800
6400
Gas Mileage, mpg
37.3
-----
-----
-----
36.0
9.4
-----
-----
-----
5.3
Gas Mileage, % change
Compression, psi (Hot)
#1 Cylinder
3200
300
301
700
1100
1600
2000
7200
7600
8100
8500
-----
-----
-----
37.0
-----
-----
-----
-----
8.2
-----
6800
132
131
127
-----
130
-----
129
135
136
-----
#2 Cylinder
128
122
124
-----
128
-----
124
124
125
-----
#3 Cylinder
137
136
132
-----
127
-----
134
137
137
-----
#4 Cylinder
139
127
129
-----
127
-----
135
132
129
-----
Net change, psi
27
7
3
-----
3
-----
13
19
18
-----
Cranking Amps
Initial/Final
180/
100
175/
100
175/
100
---------
---------
---------
---------
170/
100
170/
100
---------
Idle/rpm
1000
1000
950
-----
-----
-----
1000
1050
1050
-----
Oil pressure
at idle
at 2000 rpm
47
53
45
51
42
49
---------
---------
---------
45
50
42
48
42
48
---------
Emission CO, %
2.0
2.2
1.6
-----
-----
-----
-----
-----
2.0
-----
Hydrocarbons, ppm
300
310
150
-----
-----
-----
-----
-----
175
-----
Oil Consumption
Add
1 qt.
-----
-----
Oil
----Changed
Add
5 oz.
-----
-----
-----
Oil
OK
TEST RESULTS: Car #1 (cont.)
Miles on Oil Change 0
1500
1600
1850
2400
3200
3800
4050
4500
4501
100
101
300
Miles since FF 3000 -----
+0
+100
+350
+900
1700
2300
2550
3000
-----
3100
-----
3300
Gas Mileage, mpg
34.1
-----
36.0
36.1
36.1
-----
35
-----
-----
-----
-----
-----
Gas Mileage, % change -
-----
0
-----
5.6
5.9
5.9
-----
2.6
-----
-----
-----
-----
-----
Compression, psi (Hot)
#1 Cylinder
129
132
129
131
133
136
139
-----
-----
128
-----
131
-----
#2 Cylinder
124
124
127
133
134
138
-----
-----
126
-----
127
-----
#3 Cylinder
129
128
136
136
136
140
-----
-----
135
-----
137
-----
#4 Cylinder
129
128
136
137
139
140
-----
-----
135
-----
140
-----
Net change, psi
-----
-----
21
30
33
48
-----
-----
15
-----
26
-----
26
Cranking Amps
Initial/Final
220/
125
225/
125
200/
125
200/
100
200/
100
170/
100
175/
100
---------
175/
100
---------
175/
100
---------
160/
100
Idle/rpm
1050
1050
1050
1050
1050
1100
1100
1050
-----
*850
1050
---------
44
47
43
47
43
47
---------
49
56
---------
49
57
3.5
1.9
-----
2.0
-----
280
-----
300
-----
200
Oil
Changed
---------
Add
5 oz.
---------
950
950
Oil pressure
at idle
at 2000 rpm
48
52
47
52
48
54
47
51
42
47
Emission CO, %
-----
3-4
2
2
2
1.5-2
-----
Hydrocarbons, ppm
-----
260-
230-
200
190-
300
-----
Oil Consumption
---------
Add
5 oz.
Add
1qt.
---------
Add
1qt.
---------
Add
1qt.
*OIL LEAK = LOSS OF Friction Free 3000™ -- See discussion
*Characteristics of compression generated by engine has changed. See discussion
** Measured for hot engine only
325
---------
Add
1qt.
FRICTION FREE 3000™ - Page 10 of 19
Gas Mileage – sustained 50 mph = 34.1 mpg
Vital Statistics
Over 100,000 miles of operation; no major overhauls
Oil Pressure (new oil)
47 psi at 950 rpm
55 psi at 2000 rpm
Idle 950 rpm
Fuel Pressure 5.5 psi
Timing
12 BTDC
Dwel
38
Operating Temperature
Oil
198 F
Water 198 F
Emissions Hydrocarbons
260-300 ppm
Carbon Monoxide
3–4%
Compression
Cylinder #1 129 psi
#2 124 psi
#3 128 psi
#4 128 psi
Cranking amp (hot)
225 initial
125 final
After 10,000 miles of operation, the engine in car #1 was disassembled for examination. The
general condition of the engine was good. No sludge was observed. The bearings demonstrated
minor wear. No excessive scoring was observed. Cylinder walls were clear and smooth.
Acceptable ring ridge was observed. Piston deposits were not excessive.
The crankshaft and camshaft were examined and found to be acceptable. Lobe wear was observed
on the camshaft. As a result, this cam was replaced. The degree of wear was acceptable
considering 110,000 miles of operation.
The mechanic who disassembled the engine indicated that it could be reassembled, as is, and run
for additional mileage. An overall assessment of the engine indicated normal wear.
The rod bearing inserts were examined under magnification. Small copper colored areas were
observed. Under scanning electron microscopy, these spots were erosion marks in the bearing
surface which had been filled with copper. X-ray analysis indicated only copper present. No lead
was observed. In essence, the copper seemed to fill the voids in the bearing surface.
The test engine was subsequently reassembled and test car #1 is currently operating again.
Car #2
1965 Chevelle Station Wagon
283 Cubic Inches
8 Cylinders
Automatic Transmission
Bias Belted Tires (30 psi inflation pressure)
FRICTION FREE 3000™ - Page 11 of 19
Vital Statistics
Over 100,000 miles of continuous operation with no major overhauls
Oil Pressure (new oil)
26 psi at idle
34 psi at 2000 rpm
Idle 950 rpm
Fuel Pressure
5.8 psi
Timing
10 BTDC
Dwel
30
Operating Temperature
192 F
Emissions
Hydrocarbons
500 ppm
Carbon Monoxide 7.2%
Compression
Cylinder
Hot
Cold
1
2
3
4
5
6
7
8
120
139
123
136
130
119
126
127
120
114
107
100
107
97
110
110
Cranking Amps
200/135
TEST RESULTS: Car #2
Miles on Oil Change
Miles since FF 3000
Gas Mileage, mpg
Gas Mileage, % change
Compression, psi
#1 Cylinder
0
100
200
400
0
-----
200
400
700
1000
-----
21.5
-----
21.8
21.8
0
-----
7.0
-----
8.5
Cold
120
Hot
130
Cold
123
#2 Cylinder
130
114
135
#3 Cylinder
139
107
138
#4 Cylinder
119
100
#5 Cylinder
123
107
#6 Cylinder
126
#7 Cylinder
136
#8 Cylinder
127
110
Idle/rpm
8.5
-----
Hot
130
Cold
124
-----
-----
127
-----
135
127
-----
-----
135
-----
148
136
-----
-----
123
104
-----
130
105
-----
-----
137
123
-----
140
123
-----
-----
97
125
110
-----
123
111
-----
-----
110
137
133
-----
137
131
-----
-----
127
124
-----
124
127
-----
-----
200/135
950
180/130
975
975
Oil pressure
at idle
at 2000 rpm
26
33
26
35
26
34
Emission CO, %
7.2
5.2
-----
Hydrocarbons, ppm
1000
20.1
Hot
120
Cranking Amps
Initial/Final
700
500
480
180/130
1050
1050
-----
26
34
25
34
---------
5.1
5.0
-----
-----
180/130
FRICTION FREE 3000™ - Page 12 of 19
The major observable change is the number of surface pits. Used bearing shows many more pits.
Pits due to corrosion are results of normal oil degradation.
X-ray Analysis of the Bearing Surface: The bearing was examined by x-ray after operation in the
engine with Friction Free 3000 for 75 hours. No lead or copper was identified on the surface at
that time. Similarly no lead or copper was found impregnated in the bearing surface.
Gasoline Consumption, Briggs and Stratton Engine
Normal Operation
After Friction Free 3000
5.0 hours/gal
5.22 hours/gal (average over 17 tanks)
Additional Evaluations: A sample of Friction Free 3000 was filtered, and the particles were
examined by SEM. The particles were found to be spherical. The dimensions of the particles
(photograph 41) are as follows:
Copper Particles
5.9 – 8.2 microns in diameter
spherical
Size
Shape
Lead Particles
2.3 – 2.7 microns in diameter
spherical
A sample of oil from test car #1 engine test was similarly filtered and examined by SEM. In this
case, all of the particles were flat and regular. The general appearance was that of smashed wax
droplets. Both copper and lead particles were present, as determined by X-ray analysis.
4. Discussion
Car #1: Essential to this discussion is the physical condition of the engine tested. From past
history the Pinto engine in the experiment was known to leak a quart of oil every 1500 to 2000
miles. Some oil consumption was also attributed to oil burning. The oil consumption results seen
in the table for Car #1 test results can be attributed to these causes. It is interesting to note the
gradual decrease in oil consumption until it effectively stopped. The consumption was reduced
due to less oil burning (see emission readings) and reduction of leakage. Leakage analysis was at
best qualitative; the engine quit dripping on the ground when at rest. Baseline compression
readings showed that all four cylinders were in acceptable condition, with one slightly low. In
general, the operating conditions of this engine were acceptable, especially considering the high
mileage, 101,000 miles.
TEST RESULTS: Car #3
Make:
AMC Rambler Station Wagon
V-8 Engine
Cold Compression Test, psi
Cylinder
1
2
3
4
5
6
7
8
Total:
Cranking Amps
Mileage 99362
(Before FF 3000)
144
133
145
140
137
148
145
145
1142
200/135
Mileage 99825
(463 miles after FF 3000 added)
158
150
150
145
143
412
145
150
1183
FRICTION FREE 3000™ - Page 13 of 19
TEST RESULTS: Car #4
Make:
Toyota Celica, 2 door coupe, 5 speed, 4 cylinders,
2168 cc overhead cam
Cylinder
1
2
3
4
Oil Consumption:
Mileage 42365
137
128
142
117
1 qt/250 miles
Mileage 43675
Mileage 45543
145
135
143
135
137
146
144
145
1 qt/1000 miles 1 qt/2000 miles
600% Reduction in oil consumption - see discussion
FRICTION FREE 3000™ - Page 14 of 19
Laboratory Tests
Oxidation Stability Test: 40 weight Pennzoil was chosen as the standard oil to be used in this test
series. Test temperature was 375 F.
Viscosity, CS at 100 F
Test Duration
Pennzoil
Pennzoil + Friction Free 3000
0
30 min.
60 min.
180 min.
300 min.
----154.9
157.0
163.0
168.2
181.0
150.9
152.8
158.7
165.3
% Change
8.59
9.54
Pennzoil
Pennzoil + Friction Free 3000
Spot Test: Oxidation
Test Duration
Original Blend
30 min.
60 min.
180 min.
300 min.
Neg.
Neg.
Neg.
Neg.
Neg.
Neg.
Neg.
Neg.
Neg.
Neg.
Viscosity Analysis
sus @ 100 F
sus @ 212 F
Index
% Change in
Viscosity @ 100 F
HL #77-461-1
Pure Havoline 10W-40
430
75
138
-----
HL #77-461-2
Havoline 10W-40
+6.4% Friction Free 3000
476
76
133
10.7
HL #77-461-3
Havoline 10W40
+16% Friction Free 3000
549
77
124.5
27.7
>1000
HL #77-461-4
Friction Free 3000
HL #77-461-5
Dispersing oil extracted
From Friction Free 3000
>4000
-----
-----
478
-----
-----
* Based upon new Havoline 10W-40 oil.
11.0%
FRICTION FREE 3000™ - Page 15 of 19
Oil Analysis of Lubricant used in Engine Bench Test (New Oil: Pennzoil 40W)
New Oil
Viscosity, cs @ 210 F
Viscosity, cs @ 100 F
Viscosity Index
Pour Point, F
Flash Point, COCV
API Gravity
Carbon Residue, %
Ash, % by wt.
New Oil + FF 3000
25 hrs. in use
75 hrs. in use
15.3
166.5
100.
10
430
26.8
1.68
1.40
15.1
148.8
102.9
15
365
26.6
2.89
1.76
17.2
174.4
111
20
380
21.2
6.11
4.85
15.3
158.7
104.8
5
435
27.3
1.52
0.81
Internal Wear Measurements from Briggs & Stratton Engine
(75 hrs. on B&S = approx. 15,000 auto miles)
Operation Time = 0
0” Wear
After 75 hrs. Operation
with FF 3000 Added
Crankshaft Diameter
0.9081”
0.9986”
Camshaft Diameter
Front Lobe
Back Lobe
0.9081”
0.9076”
0.9080”
0.9073”
Push Rod Diameter
Front
Back
0.2471”
0.2461”
0.2469”
0.2461”
Cylinder Wall
Clean, honing marks visible
Clean with a heavy ring
Ridge, honing marks still
Visible
Elemental Analysis of Oil from Briggs & Stratton Engine
Lead
Copper
New Oil
Used Oil, 75 hrs.
1.0 ppm
1.0 ppm
6800 ppm
3200 ppm
Carbon Residue Found on Piston at 75 hours
Lead
42%
Copper
0.4%
Crankcase Sediment, after 75 hours Operation
Lead
17.64%
Copper
49.50%
Scanning Electron Microscope Examination of Select Parts from Briggs & Stratton Engine: The
main rod bearing was examined before the addition of Friction Free 3000™ to the engine. The
bearing was examined again after Friction Free 3000™ was added and the engine had operated
for 75 hours. The sharp edges of the score marks and pits are founded. This feature would be
typical due to oil degradation and corrosion. No abrasive score marks can be seen. Pitting marks
have changed due to surface wear; however, total material loss is insignificant.
FRICTION FREE 3000™ - Page 16 of 19
The test data pin points several important results due to the addition of the Friction Free 3000™
additive to the crankcase of the engine. An immediate increase in compression was noted in all
cylinders. The compression not only increased but leveled out among the four cylinders. This is,
of course, an advantageous situation as it represents a possible increase in horsepower and
reduction of engine blow by.
Addition of oil to the crankcase continually diluted the Friction Free 3000™ additive. The degree
of dilution is relative to the oil loss due to leakage rather than oil burning. Most oil burning is due
to oil volatilization and combustion which would affect the additive quantity very little.
Reduction in additive concentration is evidenced by the compression reading having reached a
maximum followed by slow reduction in parameters. One would also expect a parameter decrease
due to oil degradation in any engine.
Gas mileage increases, idle increases, emission readings and cranking amps decreases followed
the same trend as did the compression readings. In all cases, the parameter improved to a
maximum (minimum in the case of cranking amps and emission readings) followed by a slow
decrease. The trend was again reversed when the oil was changed and additional Friction Free
3000™ was added.
The second oil change (third Friction Free 3000™ addition) similarly reversed the trend. With no
oil loss, the parameter appeared to be stabilizing. However, the compression readings were not
level and certain unusual characteristics were observed.
At the 6400 mile point, slight blue smoke was produced from the engine upon cold start-up. This
was not observed during warm starting. Similarly, the compression reading became a little
inconsistent. It was noted that up to 15 engine cycles were necessary to maximize compression
reading, where 5-7 cycles were required at the beginning of the test series.
Cranking amps reductions and idle increases associated with Friction Free 3000™ addition to the
crankcase strongly suggest a reduction of friction within the engine. These results are also
consistent with compression and horsepower increases. Increases in this area are more significant
than oil viscosity changes as a result of the additive.
The oil pressure readings as represented are not very meaningful. This is primarily as a result of
gradual oil oxidation and fuel dilution. Two sets of results are meaningful. Readings taken with
new oil in the crankcase, in the absence of Friction Free 3000™ would reflect the actual condition
within the engine because the oil should be identical at these stages. Note the oil pressure readings
taken at 0 miles and at 100 miles (3100). The actual oil pressure of the new oil had increased 4 psi
at 2000 rpm (and possible reduction in 2 psi at 1000 rpm). These results suggest a reduction in
main bearing play and general improvement of the oil distribution system.
In our tests we have seen a consistent and dramatic increase in gas mileage with the addition of
Friction Free 3000™ to the crankcase. Improvements of up to 9.4% were observed. These are
significant. We have also observed an overall decrease in carbon monoxide and hydrocarbon
emissions from the test vehicle. It is difficult to quantify these changes due to the wide range of
variable present. However, reduction is consistent and significant as demonstrated by our test
results.
FRICTION FREE 3000™ - Page 17 of 19
Car #2: Car #2 was studied in a similar fashion to car #1. We had a good knowledge of the car
history. The automobile was equipped in like fashion to car #1. The results are also similar. We
observed compression, mileage, idle and oil pressure increases. Similarly we observed cranking
amps decrease and emissions decrease. No detrimental effects were observed. Gas mileage
increase of 8.5% is significant. It was difficult to assess the oil consumption for this test car due to
short test period.
Car #3: Test car #3 was evaluated only on a limited basis. The results over a 500 mile test period
show significant increase in engine compression. In this case, the engine was in good condition at
the beginning of the test. A total increase in compression of 3.6% was noted.
Car #4: Test car #4 was our best evaluation for oil consumption. The engine smoked visibly and
consumed one quart of oil every 250 miles during the previous several thousand miles of
operation. After addition of Friction Free 3000™, to the crankcase at oil change, only one quart of
oil was consumed over the next 1000 miles of operation – a 600% reduction, and 1 quart over the
next 2000 miles.
This test engine had one bad cylinder. Cylinder #4 was of low compression. Overall compression
balance was poor. After the addition of Friction Free 3000™, the overall compression balance
was much improved. A general increase in compression of 47 psi units was noted.
Oxidation Stability: Our test results demonstrate that the rate of oxidation of Pennzoil in the
presence of Friction Free 3000™ is enhanced over the rate of oxidation of just Pennzoil 10-W-40
wt. oil. The rate was determined to be 11% faster in the presence of Friction Free 3000™.
However, the parameters of the experiment preclude occurrence of measurement greater than
10%. Therefore, the overall enhancement of oxidation is not great and should not be a concern.
Viscosity Analyses: Relative to pure Havoline 10W-40 wt. motor oil, the addition of the Friction
Free 3000™ increases the viscosity of the oil. At elevated temperatures the change is very small
as can be seen by the data. At lower temperatures the change in oxidation is more significant. The
overall change is reflected in the change of the viscosity index.
Increased viscosity at elevated temperatures is not a problem if moderate. Similarly moderate
increases at low temperatures is not a problem. The viscosity change evidenced for Friction Free
3000™ is moderate at 100 F and very small at 212 F. It is likely that this would not produce any
problems. If concern over this feature were an issue, lighter weight oil could be substituted for the
heavier oil when Friction Free 3000™ is to be used.
Bench Test; Oil Analyses: The oil used in the Briggs and Stratton bench tests was analyzed as
seen in the appropriate table. Mild oxidation of the crankcase oil was seen with time of use. This
is normal. The degree and rate of oxidation is of interest in that it has previously been established
that Friction Free 3000™ may enhance the rate of oxidation of crankcase oils. The degree of
oxidation found in this bench test is mild and not a problem. Under normal frequencies of change,
this degree of oxidation would not be a problem.
Bearing Analyses: Internal wear measurements were made on the crankshaft, camshaft, and push
rods of the Briggs and Stratton engine before and after the bench tests. As can be seen in the
appropriate chart, no significant wear was observed.
FRICTION FREE 3000™ - Page 18 of 19
Closer examination of the crankshaft bearings as seen in the photographic section demonstrates
some wear and erosion of the surfaces.* The degree of wear is not significant. No plating of the
bearing surface was observed. Pitting and scraping was minimal. The honing marks were still
visible on the cylinder walls.
The crankshaft bearings from the engine in test car #1 were also examined by scanning electron
microscopy. In this case, minimal engine wear was also noted. At the fringe of the bearings near
the oil grooves, copper colored marks were clearly visible with the naked eye. Closer examination
proved these marks to be small pits and scratches which have been filled with copper metal.
Nothing such as this was observed on the bench scale test with the Briggs and Stratton Engine.
The copper metal found in the Friction Free 3000™ lubricant has been deposited in the pits at
these locations. Nowhere else on the bearing were these pits observed. Similarly, nowhere else on
the bearing were copper marks observed.
Mechanism of Action: The test results in conjunction with the SEM evaluation of the new and
used Friction Free 3000™ additive are initially spherical. Under normal circulation with no high
pressure applied in surface lubrication, the particles remain round. Under these conditions
enhancement of boundary lubrication might be expected. During high pressure application, the
ductile copper and lead present are deformed and flattened. It is anticipated that these flat particles
function similarly to graphite in that they would slide over each other in layered fashion. The
ductility of the material would also allow the particles to be reshaped during use to conform to the
surrounding geography. This would explain why a certain “break in” period is required before the
full potential of the additive is realized. Disorientation of the particles would occur when the
engine was not in operation. A time lag for re-orientation would be necessary upon restart of the
engine. This explains mild smoking upon cold start-up and the change in compression
characteristic in test car #1.
*Like millions of ball bearing.
5. Conclusion
Our tests results show that the Friction Free 3000™ oil additive increases gas mileage while it
reduces oil consumption. The additive also increases engine compression and reduces auto
emission.
No detrimental effects associated with the use of the Friction Free 3000™ additive were observed
during our tests. The minor inconsistencies observed could not be traced to the Friction Free
3000™ additive.
Dr. Dean P. Stull, Chief Chemist
FRICTION FREE 3000™ - Page 19 of 19
A STEP BEYOND LUBRICATION…
Patented Micro-Metal Technology is now available in two great products!
Friction Free 3000™ Engine Treatment and Friction Free Multi-Stage Lubricant
Friction Free 3000™ and Multi-Stage Lubricant help restore pitted and worn bearing surfaces
back to near original state. The microscopic particles in Friction Free 3000™ and Multi-State
Lubricant seek out pits, crevices, and scratches caused by friction and wear. They fill, pack, and
plate the imperfect surfaces, restoring them to near original condition. Only the imperfections are
filled and the remaining micro-metals circulate to provide superior lubrication.
FRICTION FREE 3000™ ENGINE TREATMENT
Improved Engine Power
Better Fuel Economy
Reduced Emissions
Reduced Engine Surface Wear
Superior Friction Reduction
Environmentally Friendly
FRICTION FREE MULTI-STAGE LUBRICANT
Unique Plating Action
Protects, Preserves, Restores
Continuous Lubrication
Lasts Three Times Longer Than Similar Products
Reduces Friction, Wear, Heat, Noise and Corrosion
Hundreds of Uses for Home, Automotive, and Garage
Use Friction Free 3000™ Engine Treatment in new, old, gas and diesel engines. It is compatible
with all oils including synthetics.
Use Friction Free Multi-State Lubricant on sliding doors, windows, door hinges, stubborn locks,
automobile doors, hood, and trunk hinges, garage door openers, springs, lawnmowers, industrial
equipment/machinery, and farm equipment.