Product Guide Test Data

Product Guide
+ Test Data
TABLE OF CONTENTS 1 Introduction

Our Mission Our Story 2 2 3 5 7 8 9 9 11 11 12 12 16 16 16 17 22 33 34 35 3
2 Management
Management
3 How Does Polytron Work?

Introduction Lubricant Types Mechanism of Polytron Lubrication Sand and Grit Polytron Functions Polytron Advantages Engine Design & Oil Requirements Results When Using Polytron Where to Use Polytron
4 Polytron Savings
Oil Life Reducing Maintenance Fuel Systems
5 Professional References
Reference Letters
6 Lab Testing
Third Party Test Data
7 Client Results
Client Result Summary
8 Polytron Guarantee
Product Quality & Warranty Information
9 Appendices
More Information Comprehensive Lab Test Data
1 Polytron Product Guide

Polytron Canada (C) Copyright 2009 All Rights Reserved
Polytron oil products use advanced molecular engineering to create a completely new class of lubricant enhancers.
Introduction
Polytron owns the exclusive rights to a proprietary and revolutionary Next Generation lubrication technology that can significantly reduce harmful exhaust pollutants while increasing fuel efficiency and overall performance. By reducing friction, Polytron can improve the efficiency of your equipment; allow more complete fuel combustion thereby releasing more energy, while reducing harmful emissions.
Our Mission
Polytron is committed to providing the most effective products and professional service experience. We will be the trusted supplier of environmentally sound efficiency enhancing surface treatments, lubrication technologies and fuel combustion enhancing technologies. Polytron will be there to help your bottom line with products that are at the cutting edge of environmentally responsible technology.
Polytron products will not void any manufacturers warranties and are sold with a 100% retail customer satisfaction, money-back guarantee!
Polytron oil products use advanced molecular engineering to create a completely new class of lubricant enhancers. The Polytronized oil forms a bond with the metal surface being treated. This reaction is even stronger where there is excessive heat build-up due to friction between two metal surfaces. Most conventional oils would be subject to thermal viscosity breakdown and would tend to flow away from these areas, exposing metal to wear. Polytron goes directly to the wear points or hot spots so that protection is supplied where it is needed most. This coating reduces friction and helps to protect your equipment's parts under the most extreme conditions Polytron products are regularly improved upon as a result of continuing research and development by leading chemists from the U.S., Canada, England and Australia. Many customers have saved, not just thousands, but hundreds of thousands of dollars by using Polytron products.
Our Story
Polytron acquired the rights to a unique line of proven, environmental products in the summer of 2002, with previous sales of over $100 million since the technology was brought to North America from the former Soviet Union in the early nineties. An experienced management team was formed, comprised of individuals with successful backgrounds in operations, technology, marketing, sales, and training. Corporate offices were established in Vancouver, British Columbia, along with warehousing and shipping facilities in Canada and the U.S. to support business operations throughout North America. Our goal has always been to build a strong global organization where our customers receive products offering exceptional value. We believe that trust & integrity is the foundation of our business, and we will always strive to earn the trust and respect of all of our business associates.

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Terry Barber PRESIDENT
Polytron products are backed by decades of professional business and specialized chemistry experience.
Management
Terry Barber is the President of Polytron Canada. Terry brings over four decades of heavy equipment industrial experience to Polytron. During his career with one of the largest heavy equipment dealers in the world, Terry served in a number of sales, marketing and management capacities including product support, domestic and international equipment sales. His most recent roles were Southern Alberta Regional Manager and Global Mining Used Equipment Manager. Terry has built a solid reputation within the industry for consistently providing value, integrity and excellent customer support. His reputation, product knowledge, sales and marketing expertise are valued attributes which will make it possible for Polytron to achieve their Mission of providing the most effective products and professional service experience to the industrial sector.
Polytron gives you access to revolutionary next generation lubrication technology with a proven track record of reducing harmful exhaust emissions and increasing fuel efficiency. Our exclusive line of time-tested products can: Help improve the quality of the air we breathe Reduce landfill & petroleum product waste Conserve water through waterless car wash technology Protect your investment Reduce your operating and maintenance expenses

Polytron has a proven track record of reducing harmful exhaust emissions and increasing fuel efficiency for customers in addition to supporting independent lab test results.
Sample of Customer Feedback:

I myself was a doubtful when I heard about Polytron, but much to my amazement what they said turned out to be true. That is a rare occurrence when so many are selling products that absolutely do not work.
V. H. King Vice President and CEO - Electric Steel Castings Company
I am very happy with the range of Polytron products, and recommend Polytron to everyone."
R. Finger Equipment Operator
The Polytron Metal Treatment helps break the cycle of heat, friction and wear and in turn is a great preventative maintenance program. Thank you Polytron!"
Tom Moody Dragline Operator
With Polytron our trawler's operation has gone to fourteen-day trip with the same amount of fuel (used to be a 10 day trip). That's an amazing 40% improvement!
Bruce Messrs & Ian Harris Trawler C-Girl Owners
According to our most conservative estimate, over 30,000 hours that the generator was in operation, at least US$150,000 was saved on repairs, fuel and oil consumption.
Mining Quarry Maintenance Manager
We have consistently received similar results on all the generators and decided to extend the oil change intervals 4 times over to 1,000 hours instead of every 250 hours. Although the test results indicated that we could extend them safely to every 1,750 hours!"
Asphalt Production Facility
Before Polytron was introduced to us we had to "grease" our heavy duty equipment once a week. Now with Polytron EP-2 Grease we are able to safely to extend that interval to every four (4) weeks.
Mining Quarry Maintenance Manager

What is the Polytron metal treatment? It is a highly specialized, highly technological lubricant known in industrial circles as an "extreme-pressure property lubricant" (E.P. agent).
How Does Polytron Work?

Introduction
number one enemy of mechanical efficiency and performance is friction! From the eighth edition of Marks Standard Handbook for Mechanical Engineers (published by McGraw Hill and used by many engineering department of U.S. universities as a standard engineering manual), the following comments are made: "A significant part of the power developed by the expansion of the gas in the cylinders is used for overcoming friction, hence only a certain proportion of the theoretical power output is available as effective (actual) power output". Kent's Mechanical Engineers' Handbook part of the Wiley Engineering handbook series and published by John Wiley & Sons, Inc. states that "Indicated Horsepower is the power developed in the cylinders. It is greater than the brake horsepower, (actual horsepower to the transmission), because of the pumping losses, (the power required to pump air and exhaust gases through the manifolds and cylinders), the friction losses in bearings and other moving parts and the power required to drive accessory equipment (such as air/ compressors, alternators, etc.). All such power losses combined are designated as friction horsepower. One of the adverse factors effecting mechanism efficiency is shown by a graph indicating friction horsepower as compared to mechanical efficiency. As is shown in this graph, friction horsepower increases at a greater rate than the speed increase rate, resulting in a drop in the mechanical efficiency curve. This means that the number one enemy of mechanical efficiency and performance is friction!
Effect of Speed on Friction Horsepower, and Mechanical Efficiency

40 150 140 130 120 110 100 90 80 70 60 50 60 70 80 90 100 % Norm al Speed Friction Horsepow er Mechanical Efficeincy 110 120 130
Friction Horsepower
35 30 25 20 15 10 5 0
% Mechanical Efficiency

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

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Continued
The success of conventional lubricating oils is predicated upon maintaining a high film strength oil barrier between two surfaces moving relative to each other. Resistance to the movement of these surfaces is defined as friction, which can be either sliding or rolling, or which can be caused by the shearing action of a lubricant attempting to separate the two surfaces. Hydrodynamic, hydrostatic, and boundary lubrication typically occur in some combination in virtually all mechanisms which require lubrication, and most commercial lubricants are reasonably capable of doing the job for which they are intended. Our product is a new lubricant that takes normal lubrication a step further, in that it not only has superior film strength but also impregnates the metal itself, metallurgically, at the friction surfaces. Lubricant Types The majority of lubricants are either mineral (paraffin, napthene, asphalt), synthetic (esters, polymers), solids (graphite, molybdenum disulfide, Teflon), or greases (oils with various organic or inorganic thickeners). Several additives are available for these products which serve as corrosion inhibitors, rust inhibitors, etc. Modern engine oils, for example, usually contain 8-10 different additives, accounting for 15-20% of the volume in a container of oil, the balance being refined petroleum or synthetic oil. Several products are available with solid particle additives (graphite, molybdenum, Teflon) in an effort to add extreme pressure capability to the lubricant. Polytron lubricants contain only pure petroleum and petroleum additives, and perform without the negatives associated with solid particle additives. Our product blends easily with other lubricants, and is most useful at a 10% initial mix. So what is our product? It is a highly specialized, highly technological lubricant known in industrial circles as an "extreme-pressure property lubricant" (E.P. agent). Originally, a form of this lubricant was developed for air-cooled aircraft engines and for use in metal removal process with machine tools in the hardmetals class. It is made by "chemically" treating petroleum hydrocarbons. Polytron "AntiFriction Metal Treatment technology is specifically engineered to reduce friction problems at the source. Polytron "Anti-Friction Metal Treatment technology is specifically engineered to reduce friction problems at the source.

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Mechanism of Polytron Lubrication
As wear takes place, the cycle of re-impregnation repeats itself into the next exposed layer of impregnated crystal patterns below it, which in turn automatically re-establishes the same low friction and wear characteristics of Polytron at a constant self-healing rate thereafter. Energy that goes into friction is converted directly to heat. This heat originates from billions of collisions of microscopic protruding peaks of metal (asperities) on the surfaces of the moving parts, caused when these asperities penetrate the oil film. With ordinary oil, these asperities impact each other and usually immediately break off, creating "wear metals" that are often visible in used oil. Polytron product, by contrast, apparently due to its superior film strength and its ability to modify the surfaces of the asperities thermally, causes most of these impacted asperities to bend or fold over by internal yield type flow of the metal in the direction of impact, without breaking off. They also tend to flatten out, mostly into their normal plane of shear, which is usually cylindrical or flat. This flattening greatly increases the total area of potential contact between the two surfaces, thus providing more surface area over which to distribute the load. This appears to be at least one of the mechanisms that result in greater load carrying capacity, longer wear, or both. In addition, when these impact collisions occur, even though they are microscopic, their molecular and crystal pattern arrangements are suddenly and forcibly deformed at relatively high velocities. This sudden flow creates a tremendous amount of microscopically localized heat which is instantaneously generated within the lattice or crystalline structure of the metal. When this heat momentarily reaches 1,400-1,800F, the normal crystal pattern immediately expands thermally into an austenitic crystal pattern, which is then so loosely structured that it allows any number of possible favored elements in Polytron product oil to enter freely into this new austenitic structure and to be trapped inside, permanently. This entrapment gives that layer of metal entirely new friction and hardness capabilities as a microscopically different alloy. Normal lubricants tend to migrate away from these high heat sources, and are unlikely enter the austenitic crystal pattern to change the friction and hardness properties. However, our product's oil molecule has a strong positive ionic (+) charge which creates a tendency for it to bond to metal surfaces. This bonding is maintained at the extreme temperatures mentioned above, and some of the proprietary ingredients of Polytron are driven into the austenitic crystal pattern, by metallurgically and instantaneously dissolving them, changing the surface hardness and friction characteristics. These changed properties are probably only crystal-pattern deep, or slightly more, because there is simply not enough time to penetrate much further. As wear takes place, the above cycle of re-impregnation repeats itself into the next exposed layer of impregnated crystal patterns below it, which in turn automatically re-establishes the same low friction and wear characteristics of Polytron at a constant self-healing rate thereafter.
Asperities:

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Mechanism of Polytron Lubrication
Continued
It is well known that when sand gets into conventionally lubricated bearings, there is an almost immediate grinding away or seizing of the mating surfaces. It is now known, from many tests in which sand is added to Polytron treated oil, that conventional seizure does not occur. There is some evidence that there is a distinct hardening effect of the flattened and lengthened asperity tip surfaces by the sudden burnishing and polishing effect of the worn or seized surfaces. This healing of seized surfaces represents a remarkably valuable feature of this new oil. It means that incipient failures can now be slowed or stopped, allowing an extra buffer of time before ultimate failure. If greater loading and subsequent seizure should occur, Polytron automatically compensates by continuously recycling the healing impregnations. As localized wear areas enlarge, the load is distributed over the larger area, and unit stress is reduced. The burnishing effect tends to reduce the coefficient of friction as evidenced by measurement with a motor-monitoring ammeter on a test machine. The damaged area, through the healing process, is almost as usable as before seizure, and exhibits amazingly low coefficient of friction. The surface hardening effect may be due in part to the quenching effect of the much cooler steel directly under the extremely thin friction surface, and in part to the ion implantation during the austenitic phase. This hypothesis needs more study, but seems to fit the empirical data.
Sand and Grit

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

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

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

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Polytrons Exclusive Advantages
1. Extraordinary bonding effect due to its ionic charge, which means that our oil molecule will not easily "drain away" when the engine or other machine is stopped. Instead, it will cling to the metal surface, and greatly reduce "dry start" wear phenomena. 2. Ability to impregnate the surface crystal structure of metals, which cannot then be destroyed without its immediate automatic replacement. 3. The surprisingly lower friction values, which remain essentially permanently in the treated metal surfaces. 4. Its constantly replaceable hardening and healing effect on friction worn surfaces. This very unique Metal Treatment" product is not an Additive. Additives are intended to improve or enhance the performance of the lubricant itself as their main focus. It is a Metal Treatment product whose primary purpose is to help in resolving the root cause of friction, namely the surface irregularities found on mechanical components or parts. Our product does not contain, in any form, solid or semi-solid particles such as graphite, molybdenum, lead, copper, ceramics or PTFE. It is not a viscosity enhancer. It is in fact a much-needed advancement in the field of lubrication engineering.
How Engine Design Affects Motor Oil Requirements

Through the years, the general trend in engine design has been to limit the physical size of the engine while increasing its useful output. Until about 1970, this increased output was obtained mainly through higher compression ratios. This resulted in higher cylinder pressures and temperatures which required the motor oil to do a more efficient job of minimizing engine deposit formation. The higher combustion pressures also placed greater loads on rings and bearings, making lubrication of these parts more difficult. The adoption in recent years of progressively stringent exhaust emission controls has reversed the trend to higher compression ratios. These ratios have declined to provide for the use of lower octane, unleaded gasoline. This became necessary when catalytic converters were installed on most 1975 model cars to meet the strict exhaust emission limits. During this same time period, there has been a steady rise in the demand for subcompact cars with smaller 4- and 6-cylinder engines in an effort on the part of the consumers to conserve energy and reduce fuel costs. There has been a significant increase in the use of diesel engines with their somewhat different lubricating oil requirements and improved fuel utilization, too. This demand for improved fuel economy is continuing. These changing trends, along with changes in engine design, have made new and more severe demands on lubricating, oil. Engine modifications for emission control, such as positive crankcase ventilation (PCV), exhaust gas re-circulation (EGR), spark retard and leaner air-fuel ratios, as well as the increasing use of power accessories (air conditioning, power steering), have resulted in higher under-hood temperatures and in more severe engine operating conditions. All of these factors have added to the burden that the lubricating oils must carry in order to maintain satisfactory engine performance. To get more fuel mixture into - and therefore more power out of - the cylinders, the "breathing capacity" of engines has been increased by using larger valves that open and close more rapidly. These require stiffer valve springs. Cams have been narrowed to increase engine compactness. These design changes have not only affected engine performance, but also have increased the loads on cams, valve lifters, push rods, rocker arms, and valve stem tips. Prevention of rapid wear, scuffing, surface fatigue, and flaking became more difficult. Cam noses were sometimes worn away necessitating expensive camshaft replacement. Today, problems can be virtually non-existent when properly formulated, highquality lubricants are used in accordance with manufacturers' oil type and change recommendations.

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Where to Use Polytron Products
Net Results When Using Polytron Metal Treatment
1. 2. 3. 4. 5. Reduction of "friction horsepower" equals a gain in actual torque to the wheels. Reduction of friction equals a decrease in actual running temperatures. Reduction of temperatures equals a decrease in actual running temperatures. Reduction of the oxidation rate equals a decrease in the corrosion tendencies within the system. Reduction in friction equals smoother and quieter operation, with less stress to the driver and passengers. Reduction in friction equals greater mechanical efficiency, which could mean better gasoline/diesel fuel efficiency. Reduction in oil temperatures equals a decreased loss of viscosity, which results in better hydrodynamics and less oil consumption. Reduction of friction, and smoother metal surfaces, equals improved seating between piston rings and cylinder walls, less oil consumption, less leakage of combustion by-products from combustion chamber into the lubricant system, less wear of metal surfaces and possibly a decrease in compression loss (less blow-by). Oxidation inhibitors and dispersants keep your system clean and free form contaminants such as carbon, sludge, resins, varnishes, etc. Reduction in oxidation and contaminants equals healthier seals, rings, o-rings and gaskets due to more stable neutral lubricant conditions.
Keep in mind that our product can be used with benefits wherever friction is found. The rule-of-thumb for mix percentage is 5% by volume for engines and 6% by volume for transmissions and similar applications. In certain cases (when extra-quick response is required) and for the initial treatment, it is advisable to use 10% by volume. Some applications are: Internal Combustion Engines (Gasoline, Diesel, Natural Gas and Propane) One treatment lasts up to 15,000Km (9,321 miles). Roughly speaking, a person should add another treatment with the first oil change on or after 15,000Km (9,321 miles). Caution: In the event that Polytron product is added to a dirty engine, the dispersants will suspend much of the residue in the engine oil after a very short time after Polytron is added. This oil should be changed after 1,500 2,000Km (935 - 1,250 Miles) and our product should be added at a ratio of 5% of engine crankcase capacity. The customer might claim that Polytron dirtied their oil. Please remember that the contaminants made the oil dirty, not the Polytron product. The customer should understand that this specially developed and unique product actually performed a service for them that their standard engine oil could not, thereby freeing their engine of harmful contaminants. Depending on the distance driven, type of engine and displacement, etc., treatment results could be as follows: a) b) c) d) e) f) g) h) i) j) Vehicle response gives a feeling of being light " and "quick" Smoother rise in RPM Better fuel efficiency Increased top end RPMs Increased idle RPMs Less decrease in speed going up a hill at a constant accelerator pressure. Many users have claimed they could now negotiate hills without downshifting. Quieter and smoother engine Overall improved engine response and quicker acceleration Easier cold weather starting than previously experienced When rings are fouled or frozen, the car uses oil. Dispersants in the engine should release these fouled or frozen rings, which could decrease oil consumption.
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Caution: In some cases, if the engine is very dirty the user might complain that their car uses more oil after adding our product or that idling RPMs and smoothness has decreased. Also, a decrease in fuel efficiency may occur. In this case, the contaminants have made the engine oil too thick and there is "fluid friction" taking place. Again, the problem is contamination from sludge, varnish and resins, etc., and not Polytron. The oil in this case should be changed as soon as possible and our Polytron Metal Treatment should be added at a ratio of 5% of engine crankcase capacity.

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Continued
Manual Transmissions Metal Treatment 6% mix by volume should be added. One treatment should last for 1 - 2 years, or according to service instructions for changing transmission oil. If the transmission oil is changed, another treatment (6%) should be made with our Polytron Metal Treatment product. Treatment results should include: 1 Gears should shift more smoothly. 2. Before engine is started, shift gears, compare feeling before and after Polytron Metal Treatment product is added, the "catching or corners" felling should have been reduced as you shift through the gears. In other words, shifting is quicker and without "grabbing". 3. Less vibration of the gearshift might also be evident. 4. Less torque loss in transmission translates into an increase in actual power to drive train. 5. Automatic Transmission: 6% Metal Treatment mix ratio, by volume, depending on the type of ATF and transmission. Contrary to what you might think, this will not cause "slippage" in either manual or automatic transmissions. On the contrary, smoother and improved gear changes will be experienced. Treatment results could include: 1. A very slight decrease in viscosity. 2. Reduced transmission leaks by keeping seals soft and pliable. Caution: Polytron Metal Treatment product will not restore seals already hardened and cracked. 3. Smoother, faster shifting by keeping the valve assembly clean. 4. Reduction of transmission gear howl and vibration. 5. Keep in mind that the major cause of transmission failure is friction and heat. Polytron Metal Treatment product will assist in the protection of the automatic transmission from these harmful elements and reducing the heat buildup which destroys the effectiveness of the fluid. Differential, Gears and Transfer Cases (regular and non-slip) Mix ratio is 6% Polytron Metal Treatment by volume. Differentials are subjected to considerable heat and friction due to the loads and stress of hypoid gears. Laboratory and actual use tests have proven that our product could decrease internal oil temperatures in differentials anywhere from 5-20C (41-68F) requires a tremendous investment in engineering design and super-finishing of gear teeth surfaces and tempering. Treatment results should include: 1. 2. Reduction in operating temperatures. Reduced differential noise (gear howl).
Caution: Polytron Metal Treatment product is not intended for gears that have sheared or on the verge of lock-up, unless it is due to overheating and has not yet resulted in welding.

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There are many other areas where friction can be a source of problems. Many engineers have used their imagination to find new ways of utilizing the many conducive properties of our product. Note: Before uses in applications other than printed, please check with your Polytron Representative.

Continued
Manual/Power Steering Units Mix ratio is 6% Metal Treatment by volume. Treatment results should include: 1. 2. Easier steering maneuvers. Increased pump flow in worn or dirty power steering units.
General Words of Caution

A. Polytron has been especially developed for todays high-performance engines and mechanisms. For this reason, we have given our product a stronger extreme pressure (E.P.) chemical package. Therefore, we have found that our standard mix ratio is 6% by volume to the lubricant treated. In some cases, it might be necessary to increase the mix percentage to as high as 15%, depending on the conditions. If satisfactory results are not achieved contact Polytron Headquarters for recommendations. B. Our product is not a cure-all for mechanical problems. In some cases, Our product can aid in reducing noise levels for scarred or worn surfaces, but this benefit cannot be guaranteed. C. Our product can be added to most petroleum, mineral and synthetic lubricants. It is not intended to be added to vegetable or animal based oils for any reason as it could result in increased wear. D. In some cases, the addition of our product could result in increased idling RPM. If this should occur, wait for 500700km (300-450ml) of driving after the product has been added, then readjust idling RPM, to the manufacturer's recommended setting to maximize fuel economy. We are confident that the customer will be satisfied with our product. This unique and proven product can be a tremendous boost to the efficiency of your automobile or equipment.
Note: Our product is not intended to restore mechanical failure. Wheel Bearings/Universal Joints Use 29ml (1oz) Polytron Metal Treatment per bearing or joint. Their optimum life can be increased with smoother rotation through reduction of heat and friction. Caution: Not intended for bearings that are gouged or seized. However, in certain cases, the addition of our product could keep them running, for a short period, until replacement can be promptly made.
Air Conditioner Compressors Mix ratio is 3% Polytron Metal Treatment by volume or 14ml per liter or 1oz per U.S. qt. whichever is less. Air conditioner compressors are a tremendous source of power-draw on engines. Polytron can be added with the coolant gas on the low-pressure side. Before adding, please check with your service technician for assistance. Treatment results should include: 1. Up to 10% increase in P.S.I.G. 2. Temperature drop of more than 5C (9F) 3. Up to 20% drop in amperage draw 4. Quieter, smoother running compressor 5. Less evidence in up and down vehicle engine RPMs Caution: Not intended to prevent loss-of-friction problems, except where lack of seal lubrication is causing leakage.

Polytrons Metal Treatment and Fuel Concentrate can have a dramatic impact on maintenance cost and downtime reduction.
How Can Polytron Reduce Downtime?

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

Polytrons products have been proven in the field as well as in the lab as the following professional reference letters show.
EMISSIONS TESTS (Chemical Solutions Consultancy International) Test Laboratory Feedback
I Christopher Malyszewicz of "Chemical Solutions Consultancy International" have tested the Polytron range of products and am satisfied that they are the best petroleum products available in the world. They have been specifically formulated to meet the European and American markets and hence the brilliant performance and fuel savings they give when used in conjunction with each other. They have proved to dramatically lower the smoke emissions by improving combustion, hence power and performance. This in turn will give automatic fuel savings of between 8 - 10% guaranteed by the emissions test. I am satisfied with the overall performance and chemical characteristics of the range that they meet all standards of compliance and regulatory details for worldwide patency. Yours Sincerely, Chris Malyszewicz BSc.Hons. Chem., Bio., Leics. England
ADVERSE EFFECT TESTS (Chemical Solutions Consultancy International) Test Laboratory Feedback
I Christopher Malyszewicz of "Chemical Solutions Consultancy International" have thoroughly examined the range of the Polytron products for corrosion and metal attack, and have found them well compromised with Calcium Sulphonate buffers which neutralize any acid residues. Hence NO damage would result in ANY engine whether it is Petrol or Diesel as regards mechanical or chemical damage, correlated with the Polytron range of products, as they are considered innocuous towards the engine. I am satisfied with the overall performance and chemical characteristics of the range that they meet all standards of compliance and regulatory details for world-wide patents and will not cause any damage whatsoever to Petrol or Diesel engines. Yours Sincerely, Chris Malyszewicz BSc.Hons. Chem., Bio., Leics. England

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PERFORMANCE TESTS (Chemical Solutions Consultancy International) T e With over fifteen years experience in Chemical Research & Development and having consulted for such world s renowned companies as Cosworth-Technology, Boeing Aircraft, British Airways, Britannia Airways, Monarch t Airways, Birmingham European Airways and Biogard Chemicals UK. I have had the opportunity to evaluate many products that claim to make an improvement to the environment and save energy. L a I heard about the Polytron range of products through a colleague. Needless to say I approached these products b with a degree of cynicism, but to my amazement I saw for myself what these products were capable of. o r In my opinion the Polytron range of products are the most efficient and highest performing products on the market a today. I do not say this lightly; I have tried and tested the Polytron range alongside its competitors with the most t sophisticated equipment available. I am completely satisfied that they are the best petroleum based products o available anywhere at present. The Polytron lubricants have the ability to raise the friction reducing properties of r gear and engine oils far beyond their natural threshold. y F e e d b a c k The Polytron Fuel Concentrate has proved to dramatically lower harmful emissions by improving combustion, resulting in increased efficiency and performance. This will give automatic savings of between 8-10% in fuel consumption guaranteed by the emissions test. The environment needs products like Polytron that reduce un-burnt Hydrocarbons and high levels of Carbon Monoxide from petrol and diesel engines. All the components used in the Polytron range of products are carefully selected to meet the stringent requirements laid down by the E.P.A. and the European Commission. Regards, Chris Malyszewicz BSc.Hons. Chem., Bio., Leics. England

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

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

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

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Illustration 1
LAB TEST RESULTS
METAL TREATMENT
Polytron Metal Treatment sample, along with two competitor off-the-shelf premium retail store products were supplied to an EPA accredited, California based, testing lab for comparison. Test objective was to gauge the lubrication ability of each sample and to measure the consequent wear due to friction. Polytron Metal Treatment did not fail (seize) at any point during the test nor was a point reached where grinding, noticeable through noise, occurred as seen in Illustration 2. Test on the Polytron Metal Treatment was stopped at 400in-lbs of pressure and an upper limit was not established as the other samples failed much earlier. 92.6% less wear was experienced when using Polytron Metal Treatment, as seen in Illustration 1, when compared to Competitor 2 and 92.9% less when compared to Competitor 1.
Competitor 1
Competitor 2
Polytron
Illustration 2
Competitor 1
Competitor 2
Polytron

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Illustration 3 PENETRATING LUBRICANT
(Pen Lube) Polytron Penetrating Lubricant sample, along with two competitor off-the-shelf premium retail store products were supplied to an EPA accredited, California based, testing lab for comparison. Test objective was to gauge the lubrication ability of each sample and to measure the consequent wear due to friction. Polytron Penetrating Lubricant did not fail (seize) at any point during the test nor was a point reached where grinding, noticeable through noise, occurred as seen in Illustration 4. Test on the Polytron Penetrating Lubricant was stopped at 400in-lbs of pressure and an upper limit was not established as the other samples failed much earlier. 69.7% less wear was experienced when using Polytron Pen Lube, as seen in Illustration 3, when compared to Competitor 2 and 70.1% less when compared to Competitor 1.
Competitor 1
Competitor 2
Polytron
Illustration 4
Competitor 1
Competitor 2
Polytron

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FUEL CONCENTRATE Illustration 5
Combustion Chamber Deposit Decrease: 58% Piston Top Deposit Reduction 41% Cylinder Head Deposit Reduction
Polytron Fuel Concentrate sample was supplied to an independent third party testing lab located in the United States. Test objective was to gauge the deposit cleaning ability of the Polytron Fuel Concentrate and to measure the consequent decrease in hydrocarbon emissions and increase in fuel economy. Illustration 5 shows impressive deposit decreases (58% & 41%) after using only Polytron Fuel Concentrate for 100 hours.

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

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Fuel Economy Increase: 3.2% Federal Test (FTP-75) Procedure Economy Increase 1.6% Standard Highway Test Procedure
Polytron Fuel Concentrate sample was supplied to an independent third party testing lab located in the United States. Established US EPA test procedures were used to test the product. Illustration 7 shows impressive fuel economy increases when using only Polytron Fuel Concentrate for 100 hours. Again, the results are based on Fuel Concentrate use only. Treatment with complete product line would likely yield greater fuel economy increases due to reduced friction and improved overall performance.

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Sample of Polytron Fuel Concentrate was supplied to a third party lab, located in the United Kingdom, for emissions testing. Test performed was United Kingdom Department of the Environment (DoE) Commercial Vehicle Smoke Emission Test. Test was taken 3-4 minutes after additive application. Only Fuel Concentrate was used. Exhaust smoke at max revs is analyzed on a DoE calibrated smoke analyzer. The Pass Value is opacity of 2.50m-1. Illustration 8 shows the reduction in smoke emissions achieved from the application of the additives. Polytron Fuel Concentrate outperforms one of its main rivals (Competitor) by a considerable amount and significantly lowers standard pump diesel emissions. Second test was performed using United Kingdom DoE Petrol Vehicle Smoke Emission Test. The engine is revved to 2500 revs. for twenty seconds. A reading is then taken at idle over twenty seconds and a mean figure is computed. Only Fuel Concentrate was used. Illustration 9 shows the reduction in Carbon Monoxide emissions achieved from the application of the additives. Competitor 1 Competitor 2 Polytron Polytron Fuel Concentrate outperforms one of its main rivals (Competitor) by a considerable amount and significantly lowers standard pump gasoline emissions.
Competitor 1
Competitor 2
Polytron
Illustration 9

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Illustration 10 FUEL CONCENTRATE (cont)
Illustration 10 shows the reduction in Hydrocarbon emissions (ppm parts per million) achieved from the application of the additives. Polytron Fuel Concentrate outperforms one of its main rivals (Competitor) by a considerable amount and significantly lowers standard pump gasoline emissions. Competitor 1 Competitor 2 Polytron

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Polytron Customer Result Summary
Due to the large volume of information available complete details can be found online at
www.polytron.ca
Mining Quarry Client added Polytron Metal Treatment to a diesel generator after it was in service for 5,000 hours. They reported an average of 10% reduction in fuel consumption within a few weeks. 1. The quarry spent US$7,690 on Polytron products. They estimated savings of at least US$150,000 on repairs, fuel and oil consumption. 2. After 30,000 hours, the engine in question was taken apart. All the pistons had piston-skirts and piston rings completely clean of any build-up. The rings looked like new and did not have any wear whatsoever. Pictures can be seen online. Asphalt Quarry A diesel engine, in which Polytron had been used for almost 3 years, was taken apart. No traces of wear were found and the engine parts looked completely clean and almost new. Additional tests were done and showed amazing oil characteristic retention. Client reported this as not common under normal circumstances. Dragster Engine One piston was taken out of a dragster engine after 70 runs without Polytron. The piston skirt has a severe scuffing. Another piston was taken out of an engine after 350 runs with Polytron. The piston had no signs of wear, was completely clean, and all the friction surfaces were polished. Pictures can be found online. Taxi Cab Fleet Clients cabs were treated with Polytron according to instructions and road-tested for two days with the following results: 1. 2. 3. 4. 5. 6. Compression readings improved Increased power and performance were reported by the drivers. The Polytron treated cabs ran quieter and smoother. The average operating temperature was reduced by 20 degrees Drivers reported mileage improvement An engine treated with Polytron was disassembled and inspected. It was found clean, had no build-up and the surfaces appeared to be polished. As a result of the above, they are now using Polytron in the entire fleet.
Machine Shops
A client reported that with Polytron there has been no maintenance performed but to fill the oilers. Taking into consideration the cost of Polytron that was used per year the savings reported by the client were US$25,300. Another client was able to increase
feeds and speeds in some cases as much as 50% and at the same time, improve surface finish and extend tool life by up to 3 times. Probably the most dramatic result experienced is the elimination of aluminum bonding to cutting tools even when cutting dry (i.e. no coolant).

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Polytron Product Guarantee
You Warranty is Protected
Polytron lubricants are a unique 100% guaranteed pure petroleum-based metal treatment that is compatible with all motor oils, including synthetics as well as hydraulic and transmission fluids. Polytron is not intended to replace the oil in your engine or the fluid in your transmission. Engine oil, for example, contains a package of oil additives designed to perform a variety of tasks crucial to engine performance. Unlike many oil additives, Polytron will not interfere with engineered tolerances and cannot adversely affect engine performance. Polytron contains no solids of any kind. It contains no plastic particles or P.T.F.E. resins (Poly Tetra Fluoro Ethylene also more commonly known as Teflon). It contains no molybdenum disulfide or any potentially toxic and environmentally hazardous metals such as copper or lead or any other metal. Polytron does not endorse deviating in any manner from the manufacturers maintenance guidelines especially with respect to frequency of oil changes. Failure to regularly change your oil can result in the voiding of a manufacturers warranty. Using Polytron products to reduce wear and improve lubrication CANNOT void a warranty. Your warranty actually covers the quality of material and workmanship that went into assembling your equipment/vehicle. Protecting the moving metal parts in your equipment/vehicle with a protective lubricating layer cannot void that warranty. Generally it is not that oil is worn out that requires oil changes; more often it is that the package of additives in the oil will have been exhausted and require replenishment. In summary Polytron may extend the useful life of the base lubricant and allow it to work better for longer but we DO NOT recommend deviating from manufacturers warranty guidelines. Polytron Fuel Concentrate is a non-extractable and ash-less conditioner that serves as a multi-functional lubricant, and conforms to EPA regulations when used in diesel fuel. It is non-corrosive and contains no solids. Polytron Fuel Concentrate is EPA registered. Polytron Fuel Concentrate is compatible with all grades of fuel; gasoline and diesel, heating oils etc. but may not be totally miscible with crude, heavy bunker C grade fuel.
Use of Polytron cannot void any manufacturer warranty. A warranty covers the material and workmanship put into the equipment warranted. Improving on the minimum lubrication requirements recommended to allow equipment to survive the warranty period cannot negatively affect either the material or the quality of the assembly.
Polytron carries extensive, and in 15 years untouched, product liability insurance.

APPENDICES
More Information
Polytron Corporate Office
Polytron Canada #100 - 12031 Horseshoe Way Richmond, B.C. V7A 4V4 Canada TOLL-FREE: 1 (877) 824 8766 (North America only) Local Phone: (604) 244-8999 Local Fax: (604) 244-8779 E-mail: info@polytron.ca Hours of Operation: Monday Friday 9:00 am to 5:00 pm (PST)
Websites
www.polytron.ca
MSDS/WHIMIS
www.polytron.ca

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

TEST DESCRIPTION Sequence IIIF (Wear and oil thickening) 0 a. Kinematic viscosity, increase at 40 C b. Average piston skirt varnish rating c. Low temperature viscosity after 80 hours d. Weighted piston deposit rating e. Screened average cam-plus-lifter wear f. Hot Stuck Piston Rings g. Oil consumption Sequence VG, (Sludge and varnish) a. Average engine sludge rating b. Rocker cover sludge rating c. Average engine varnish rating d. Average piston skirt varnish rating e. Oil screen clogging f. Hot stuck compression rings, # g. Cold stuck rings, # h. Oil screen debris, % i. Oil ring clogging, % Sequence VE, (Cam wear) a. Average cam wear b. Maximum cam wear Sequence IVA, (Valvetrain wear) a. Average cam wear (7 position avg.) b. Maximum cam wear Sequence VIII, (Bearing corrosion) a. Bearing weight loss BRT , (Ball Rust Test, ASTM D6557) a. Average Gray Value (AGV) Volatility loss a. Volatility loss (ASTM D5800) EOFT (Engine Oil Filterability Test) a. Flow reduction EOWTT (Engine Oil Water Tolerance Test) a. Flow reduction with 0.6% H2O b. Flow reduction with 1.0% H2O c. Flow reduction with 2.0% H2O d. Flow reduction with 3.0% H2O TEST (MHT4) a. Total Deposits Requirement Test Results Reference Motor Oil Valvoline Max Life 10W-30 / 15W-40 80% to 90% 9.2 to 9.4 4.5 to 4.7 9.2 m to 10.1 m none 3.5 to 4.0 liters 9.0 to 9.2 9.0 to 9.2 9.4 to 9.6 9.0 to 9.2 9% to 10% none none 4% to 5% 23% to 25% 23 m to 25 m 26 m to 28 m 15.4 m 17.8 m 20 mg to 21 mg 128 to 130 10% to 11% 10% to 15% 12% to 15% 13% to 17% 16% to 18% 21% to 25% 30 mg to 32 mg Test Results Reference Motor Oil With 10% Polytron 55% to 62% 9.6 to 9.8 5.8 to 6.1 2.3 m to 2.5 m none 1.2 to 1.5 liters 9.6 to 9.8 9.4 to 9.6 9.6 to 9.8 9.6 to 9.8 2% to 3% none none 0% 2% to 4% 3 m to 4 m 3.5 m to 4.5 m 4.3 m 5.1 m 4.6 mg to 4.8 mg 152 to 155 10% to 11% 7% to 8% 7% to 8% 7% to 8% 8% to 9% 8.5% to 9.5% 15 mg to 17 mg
max, 275 % min, 9.0 report min, 4.0 max, 20 m none max, 5.2 liters min, 7.8 min, 8.0 min, 8.9 min, 7.5 max, 20% none Rate and report Rate and report Rate and report max, 127 m max, 380 m max, 120 m max, 380 m max, 26.4 mg min, 100 AGV max, 15 % max, 50 % max, 50 % max, 50 % max, 50 % max, 50 % max, 45 mg

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Heavy Duty Engines, API Service Category CH4/CI-4
TEST DESCRIPTION Requirement Test Results Reference Motor Oil Valvoline Max Life 10W-30 / 15W40 0.28 to 0.31 mg 80% to 90% 9.2 to 9.4 4.5 to 4.7 9.2 m to 10.1 m none 3.5 to 4.0 liters 7.6 to 7.8 % 10.2 to 11.0 mg 110.1 to 112.3 mg 8.2 to 8.5 merits 272 to 274 Kpa 248.5 to 251.0 8 to 8.5% 0% 0.13 to 0.14 g/kW-h none 1.51 to 1.54 1151 to 1162 335.4 to 348.0 50 to 51.5 29.5 to 31.0 12.8 to 13.00 g/h IOC + 1.6 g/h none none 5/0 to 6/0 10/0 to 12/0 5/0 to 6/0 9.0 to 9.2% 18500 to 19200 cP Test Results Reference Motor Oil With 10% Polytron RFWT (Roller Follower Wear Test)(D5966) a. Avg. pin wear Sequence IIIF (Wear and oil thickening) 0 a. Kinematic viscosity, increase at 40 C b. Average piston skirt varnish rating c. Low temperature viscosity after 80 hours d. Weighted piston deposit rating e. Screened average cam-plus-lifter wear f. Hot Stuck Piston Rings g. Oil consumption EOAT a. Oil Aeration Cummins M-11EGR (M11 High Soot test with EGR) a. Crosshead weight loss b. Top Ring Weight Loss c. Engine sludge d. Oil Filter Delta Pressure at 250 hours Caterpillar 1N a. WDN Piston Demerits b. Top Grove Fill c. Top Land Heavy Carbon d. Oil Consumption (0-252 hours) e. Piston Ring and Liner Scuffing Mack T8E (ASTM D5967) a. Relative Viscosity at 4.8% soot Mack T10 (with EGR) a. Merit Rating Caterpillar 1R a. WDR Piston Demerits b. Top Grove Fill c. Top Land Heavy Carbon d. Initial Oil Consumption e. Final Oil Consumption f. Piston ring and liner scuffing g. Ring Sticking Foam Test (ASTN D892, Foaming/Settling) a. Sequence I b. Sequence II c. Sequence III Volatility 0 a. Loss at 250 C MRV TP-1 (Low Temperature Pumpability) a. Viscosity of 75 hours used oil sample from T-10 test at 0 20 C max, 7.6 m, 0.30 mg max, 275 % min, 9.0 report min, 4.0 max, 20 m none max, 5.2 liters max, 8 % max, 20.0 mg max, 175 mg min, 7.8 merits max, 275 Kpa max, 286.2 max, 20% Max, 3% max, 0.5 g/kW-h none max, 1.8 min, 1000 max, 382 demerits max, 52 demerits Max, 31 demerits max, 13.1 g/h max, IOC+1.8 g/h none none max, 10/0 max, 20/0 max, 10/0 max, 15% max, 60000 cP 0.09 to 0.11 mg 45% to 51% 9.5 to 9.8 5.9 to 6.3 3.1 m to 3.5 m none 1.5to 1.8 iters 7.6 to 7.8 % 3.8 to 4.1 mg 32.5 to 38.3 mg 9.3 to 9.6 merits 254 to 257 Kpa 172.0 to 180.0 2.3 to 2.8% 0% 254 to 257 Kpa none 1.51 to 1.54 1238 to 1254 215.0 to 219.0 34 to 37.2 14.2 to 17.4 12.3 to 12.6 g/h IOC + 1.4 g/h none none 5/0 to 6/0 10/0 to 12/0 5/0 to 6/0 8.4 to 8.6% 16300 to 17250 cP

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Heavy Duty Engines Continued
HT/HS (High Temp / High Sheer Stability) a. Viscosity , as allowed in SAE J300, Shear Stability (ASTM D6278) a. After Shear Viscosity 10W-30, b. After Shear Viscosity 15W-40, min, 3.5 mPa-s 3.67 to 3.71 mPa-s 3.70 to 3.82 mPa-s min, 9.3 cSt min, 12.5 cSt 10.2 to 10.6 cSt 14.6 to 14.9 cSt 10.0 to 10.6 cSt 15.1 to 15.4 cSt Laboratory Comments: The long term performance of motor oils containing Polytron surpasses many fold the performance of any other motor oils, resulting in extended oil change intervals (4 to 6) times, and elimination of up to 95% of engine wear in addition to many more outstanding features that make Polytron lubricants so unique.


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TABLE OF CONTENTS 1 Introduction

3 How Does Polytron Work?

1 Polytron Product Guide

2 Polytron Product Guide

3 Polytron Product Guide

Sample of Customer Feedback:

4 Polytron Product Guide

How Does Polytron Work?

Effect of Speed on Friction Horsepower, and Mechanical Efficiency

5 Polytron Product Guide

6 Polytron Product Guide

7 Polytron Product Guide

8 Polytron Product Guide

Sand and Grit

Polytron Performs Several Functions

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How Engine Design Affects Motor Oil Requirements

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Where to Use Polytron Products

General Words of Caution

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How Can Polytron Reduce Downtime?

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EMISSIONS TESTS (Chemical Solutions Consultancy International) Test Laboratory Feedback

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James English Automotive Industry Consultant & Chemist

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TURBO CHARGES & HEAT Bulletin by James Richmond

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LAB TEST RESULTS

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Polytron carries extensive, and in 15 years untouched, product liability insurance.

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Light Duty Engines, API Service Category SL

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