Motor Vehicles

Halfrid Diesel Application Instructions for Motor Vehicles

The present Application Instructions are developed for the use of Halfrid®diesel quantum fuel activator as part of diesel oils in motor vehicles to decrease fuel consumption, to improve operational and environmental characteristics of the engines and to clear fuel supply systems.Halfrid®diesel is not designed for using as a part of diesel fuels and automobile gasolines.

1. Group

As for the method of application, Halfrid®diesel belongs to the group of fuel additives to diesel fuel. The product is not to be used as a part of gasolines.


2. Composition and Operating Principle

Halfrid®diesel is a stabilized solution of specific organic substance in the mixture of petroleum hydrocarbons with boiling limits from 185 to 310 °С. In appearance Halfrid ®diesel resembles hydrocarbon fuel from pale‐yellow to reddish colour with slight characteristic odor.

Halfrid®diesel Ultimate Composition (percentage by weight):

Chemical element Percentage by weight
Carbon 86‐89
Hydrogen 9.6‐12.2
Oxygen no more than 0.3
Nitrogen not found
Metals not found
Halogens not found
Sulphur no more than 0.1
Other elements traces

Halfrid®diesel operating principle is based on the effect of quantum polyresonance activation (QPA), which is induced in the combustion gases of activated fuel and results in partial ordering of the incident reactants vibrational‐rotational motion, implying the decrease of its entropy and heat capacity. QPA effect doesn’t influence the temperature and rate of combustion, therefore the decrease of heat capacity results in the decrease of heat losses in the engines and, respectively, increase of the efficiency factor.

3. Effects

-decrease in specific fuel consumption no less than 10%;

-decrease in oil consumption up to 40%;

-decrease in engine minor components excessive ware up to 50;

-emission control (with respect to nitrogen oxides) up to 30%;

-reduction of smokiness up to 40%;

-reduction of engine operation stiffness factor;

-clearing of the fuel supply systems.


4. Method of Application and Dosage

The fuel activation can be carried out either in the storage tanks (canisters, barrels, tanks), or directly in the fuel tank.

Attention: in order to make the fuel activation by means of Halfrid®diesel effective exact ratio of fuel and activator should be maintained. In case of activation in the fuel tank keep in mind the fact that the real fuel volume in the tank and fuel‐supply pipes generally exceeds the nominal vehicle fuel tank volume by 10%.

4.a. Activation in the Storage Tank.

- It’s necessary to estimate the amount of activator essential for the activation of total fuel volume (see “Table of dosage”);

- Add required amount of activator into the tank with fuel;

- Activator dispersion in fuel takes 3 minutes .

4.b. Activation in Fuel Tank.

- A filling gun is used for activation.

Example: A gun of 10 cm3per 100 liters of fuel, i.e. one gun graduation line per 10 liters of fuel.

- When using the activator for the first time its amount should coincide with the full tank volume.

- Add activator into the tank or fuelling nozzle and refuel the tank completely.

Example: If you fill 125 liters of fuel, add 12.5 gun graduation lines.

- During the next fillings dose activator for the adding fuel volume.

Example: If you fill 50 liters of fuel, add 5 gun graduation lines.

- After adding the activator, fill the tank and move on.

Note: From the moment when you start using the activator, its overall efficiency will begin reveal after the first tank of activated fuel is finished. It’s not recommended to make any pauses in fuel activation, as further improvement of the indices of consumption effectiveness, exhaust toxicity level, engine power and fuel system purity can only be provided when using activated fuel constantly.

Halfrid®diesel standard volume is defined according to the fuel volume and equals 100 cm3(100 milliliters) of activator per 1 m3(1000 liters) of fuel or 1 dm3(1 liter) of activator per 10 m3(10000 liters) of fuel. The dosage inaccuracy shouldn’t exceed + 5% of standard (specified) quantity.

In order to avoid the additional errors it’s recommended to use measuring tanks with no less than 2nd accuracy class for Halfrid®diesel dosage.

5. Cooperative Effects

If there is a significant amount of soot formations, in the first hours of use there can be temporary increase of exhaust smokiness.

6. Safety Precautions

The safety precautions of Halfrid®diesel use are the same as for the hydrocarbon fuel. Detailed safety instructions are presented in corresponding sections of Halfrid®diesel Technical Specification.

7*. Testing Rules

It’s necessary to compare specific fuel consumption before and after the activation when testing.Specific fuel consumption is calculated according to the following formula (in liters per 100 km):

Hsp. = m/W

where Hsp. – specific fuel consumption [kg/(ton‐kilometer)],

m – fuel consumption [kg],

W – transport work volume [ton‐kilometer], which equals to transport weight with load [ton] multiplied

by mileage [km].

Average calculation (fuel consumption, average velocity, etc.) is often complicated because of simultaneous presence of significant errors and their components. For instance, to define specific fuel consumption it is necessary to measure both fuel consumption on a certain section of a path and the very path length of the given section. Both values can be measured with a certain error and, according to the laws of mathematical statistics, the overall error is combined from the errors of both values, which results in greatly altered data with low integrity.

To increase the integrity of such measurements they choose equal operation conditions when comparing the fuel consumption before and after the activation (similar weather conditions, the same transport, route, load, etc.). The integrity of calculations can be increased using mathematical treatment approach, for example, least squares method and graphic methods.

In particular, when defining average specific fuel consumption, a situation, when on different path sections the rate differs from the average and at the same time the path sections have significantly different values, occurs most of all. Since the specific fuel consumption is defined by dividing the fuel consumption by the path length, the shorter the section, the bigger the calculation error.