INTRODUCTION

The title of the study is Magnetic Fuel Conditioner to Reduce Diesel

Consumption in Diesel Engine. This study is basically about how to reduce diesel
consumption in diesel engines with the use of magnets. Other than fuel consumption,
magnet also helps in reducing unburned hydrocarbon in the emission. The magnet device
clamped on the fuel line connected before the fuel injector and run the engine. The design
is totally simple and light.
Todays hydrocarbon fuels leave a natural deposit of carbon residue that clogs
stalling, loss of horsepower and greatly decreased mileage on cars are very noticeable.
Most fuels for internal combustion engine are liquid, fuels do not combust until they are
vaporized and mixed with air. Most emission motor vehicle consists of unburned
hydrocarbons, carbon monoxide and oxides of nitrogen. Unburned hydrocarbon and
oxides of nitrogen react in the atmosphere and create smog. Smog is prime cause of eye
and throat irritation, noxious smell, plat damage and decreased visibility. Oxides of
nitrogen are also toxic. Even when fuel is still clear and bright, microscopic fuel
components agglomerate forming larger clusters and organic compounds. (i.e. chaotic
form) This continuous process affects combustion and engine performance which causing
loss of power, excessive fuel consumption, smoking engines, damage to injection systems
and carbon soot build up in lube oil, emission filters and catalytic converters.
There are different methods (MPFI, EGR, PCV, catalytic) used which not only
gives proper combustion of fuel in engine but also minimize the rate of emission through
I.C. engine. One new modern technique to reduce the emission & gives proper
combustion is use of MAGNETIC FUEL CONDITIONER (MFC).

ABTRACT
The aim of this study is to investigate the effect of the fuel
magnetization on the performance of diesel engine. Permanent
magnets are cheap, light in weight, safe and at the same time, it is
environmental friendly. The magnet device is easy to attach on the fuel
line because it is small.
The magnets help to disperse the hydrocarbon cluster into smaller
particles which will improve the efficiency of combustion. This will

maximize the combustion and thus reduce the unburned hydrocarbon

in the emission.
It has been observed that on magnetization viscosity of hydrocarbon
fuel decreases due to de-clustering of the hydrocarbon fuel molecules
which results in better atomization of the fuel and efficient combustion
of air fuel mixture.
This enhances thermal efficiency and improves the fuel economy of I.C
engine.The magnetic field of different intensity is applied with the help
of permanent magnet or Electro-magnetic field.[1]
LITERATURE REVIEW
15

CHAPTER 2
REVIEW OF LITERATURE
2.1 INTRODUCTION
From the earlier research work carried out, it is widely
recognized that lean combustion is one of the most promising methods to
improve fuel economy and reduce exhaust emissions in a spark ignition
engine. Even though the advantages of lean burn combustion were
demonstrated in the early part of this century only a few researchers,
attempted for improvement, which is insignificant. The scope and the
problems associated with the lean combustion were investigated widely in the
last two decades (Germane 1983). There have been many prototypes and
production engines adapting various methods of achieving lean combustion.
But the problems associated and the best methods of achieving the lean
combustion are still under investigation.
2.2 SURVEY ON LEAN COMBUSTION
The methods available to achieve the lean mixture combustion are:
1. Optimizing combustion chamber for increased airmovement
2. Optimizing the ignition system
3. Optimizing fuel system and charge stratification
4. Using fuel blends
16
5. Catalytic activation of charge and
6. Magnetic activation of charge
Some of the important works in each method has been briefly
reported in the following sections.
2.2.1 Lean Combustion by Optimizing Combustion Chamber
Pre-combustion chamber engine is one of the earlier models to
increase the air-movement developed by Noguchi et al (1976) of Toyota. This
engine was provided with a pre-chamber in which the fresh air-fuel
mixture flows through an orifice during the compression stroke resulting in
strong eddies of mixture within the pre-chamber.
In order to meet the emission and fuel economy standards for
European countries Brandsetter (1980) of Volks Wagon Company developed a

simpler, but very effective concept, that of lean burn pre-chamber engine.
In 1984, the first generation Toyota lean burn system was
commercialized. A lean mixture sensor, which detects the lean Air-Fuel ratio
(A/F) from O2 concentration in the exhaust gas and a feed back control
system, was used in the first-generation engines (Matsushita et al 1985).
However, there was a problem in the sensor to acquire readings. Hence, the
third-generation system was introduced in 1992 to overcome the problem by
a combustion pressure sensor which can directly detect the lean misfire limit
from the cylinder pressure was employed (Inoue et al 1993).
17
2.2.2 Lean Combustion by Optimizing Ignition System
Anderson and Asik (1985) conducted experiments on a fast burn
single cylinder engine to investigate the ignition variables that affect engine
performance and lean limit. Nakamura et al (1982) studied the effects of
multipoint spark ignition on combustion duration, fuel consumption and lean
misfire limit.
Wyczalek et al (1975) of General Motor Corporation had developed
a new ignition system called plasma jet ignition system and it was fitted to a
4-cylinder, 140 cubic inch engine to evaluate its performance. This plasma jet
velocity was greater than the initial rate of flame propagation and penetrates
the mixture in advance of the initial flame front leading to substantial
increase in rate and stability of combustion of lean mixture. The test results
showed that there was decrease in NOx emission and increase in HC emission.
2.2.3 Lean Combustion by Optimizing Fuel System and Charge
Stratification
Takeda et al (1985) investigated the lean mixture operation and
transient response of a central injection system along with the effects of
design variables on its performance. It was observed that both charge
distribution and transient engine response were affected by the fuel spray
angle. Widening the spray angle improved the air-fuel distribution but
worsened the transient engine response. This problem was solved by off
setting the injector away from the central axis of the throttle body and
optimizing the fuel spray angle.
Quader (1974) developed a method to achieve lean mixture
operation by stratification of air-fuel mixture along the cylinder axis. Axial
18
charge stratification with the richest mixture near the top of the combustion
chamber and the leanest mixture near the piston top was obtained by
imparting swirl to the intake air and by injecting the fuel into the inlet port just
before the end of intake stroke. Test results showed increased combustion
stability, tolerance to lean mixture, decreased fuel consumption and lower NOx
emissions.
2.2.4 Lean Combustion by Using Fuel Blends
Koeing et al (1976) investigated the lean combustion of methanolgasoline
blends in a single cylinder SI engine. The lean misfire limit was
extended by using a blend containing 40% methanol compared to the base fuel.
Torque and thermal efficiency increased significantly. CO, CO2 and HC

concentrations did not change although oxides of nitrogen decreased. Gambino

and Rizzo (1988) conducted experimental investigations on a commercial
engine with modified combustion chamber using alcohol-gasoline blends. It
was observed that stable operation could be obtained with leaner mixtures
because of improved combustion and flame propagation.
Lucas and Richards (1982) studied the performance and emissions
from a spark ignited engine using a dual-fuel mixture of gasoline and a low
flow rate of hydrogen. Such an engine was run at all speeds with wide-open
throttle. The results indicated greater part load efficiency compared to a
throttled engine.
2.2.5 Lean Combustion Using Catalytic Activation of Charge
Another interesting method of achieving lean combustion in
IC engines is the catalytic activation of the fuel charge prior to ignition
to accelerate pre-flame reactions so that combustion could be faster.
19
Rychter et al (1981) at the Warsaw Technical University of Poland used
Platinum and Copper catalyst for the experiment and found the extension
of misfire limit and significant reduction in cycle-to-cycle variation of
pressure development. It was claimed that lean misfire limit was extended from
1.03 to 1.09 relative fuel-air ratio.
Thring (1980) had developed a new engine concept called the
catalytic engine. The principle of the catalytic engine is that during the engine
operating cycle the fuel is injected into the combustion chamber just before
the end of compression. The results indicate that the engine emitted lower
NOx and HC emissions compared to the conventional diesel and gasoline
engines. Karim and Kibrya (1986) have done detailed experimental work
to compare the catalytic activation of eight different metals and found out
that Platinum and Copper showed better performance.
Ramesh Babu et al (1992) have studied the effect of different
catalytic coatings on the exhaust emissions of a two-stroke engine. The
results indicated that Copper as a catalyst was very effective at higher
compression ratios for lean mixture operation. Significant reduction in HC
and CO emissions were achieved with Copper catalyst.
Nedunchezhian (2000) investigated the effect of different coatings
on two stroke S.I. engine and suggested Copper over Zirconia have higher
Indicated Mean Effective Pressure (IMEP), faster heat release rate and lesser
emission characteristics.
2.2.6 Lean Combustion Using Magnetic Activation of Charge
The idea that magnetizing hydrocarbon fuel can improve
combustion and engine efficiency has been around since at least the 1930s.
20
In 1936, Chinese fishermen are said to have been applying magnets to engine
fuel lines in fishing boats in order to improve fuel economy. And during
World War II, powerful magnets were placed adjacent to fuel lines for Merlin
engines in Mustang fighters. The result is said to have been an increase in
useful range by 15%, saving the lives of many crew members in the bombers,
the fighters were assigned to escort.

At the time, the idea was classified as a military secret, and

subsequently forgotten. It required the use of large and heavy magnets, in
order to generate the required field strengths, and is only now being revived
with the advent of new, high strength magnetic materials (Paul Leangpanich
2004). First, it is essential to use the strongest magnets available, preferably
Neodymium Iron Boron (NdFeB).
In a low pressure fuel injected system, petrol or diesel, the magnets
are best placed as close as possible to the injectors. If the system is in high
pressure, the magnets have little effect if applied at the injectors, and should
instead be applied to the filter (Kronenberg 1985). If magnets can successfully
be applied near the injectors, improvements are found in both engine power
output and fuel efficiency, but if the magnets can only be applied to the fuel
filter, improvements are only obtained in fuel economy. The magnets appear
to work well through thin, mild steel fuel pipes or filter shells, but do not
work through braided hose, particularly if the braiding is stainless steel.
Joe Cheung (1997) of the Bolton Institute School of Engineering,
proved the improvements of fuel consumption from 5% to 10% in an engine
under load. The study involved bench tests on a Perkins T 4.236 engine.
Improvements were particularly apparent at high speeds and loads. The
details of the experimental arrangement is illustrated in the Figure 2.1.
21
Figure 2.1 Photographic view of T 4.236 engine test bench
Masaru Hasegawa et al (1988) have done a study of magnetic field
effect on fuel oil for which kinematic viscosities of fuel oils were measured.
From the results of measurement, the analysis of variance was carried out to
clarify whether magnetic effect on fuel oils exists or not. Magnetic effects on
fuel oils were significant level over 95% and especially significant when the
magnetic field of 1500 - 8000 gauss was used.
2.3 FUNCTIONS OF MAGNETIC FUEL CONDITIONER
Magnetic fuel conditioner has a dual function, magnetic and
catalytic. Magnetic fuel conditioner is a combination of metals uniquely
processec to produce a catalyst, formed into domes and shaped to assist fuel
flow. Tin, known since 1930s to have a catalytic effect is the predominant
ingredient. Magnetic fuel conditioner unit consists of tin alloy dome pellets
and carbon magnets (Paul Cusack 2001).
22
The magnetic function treats the fuel passing through first altering
the spin orientation of the electrons and protons of the hydrogen atoms in the
given hydrocarbon making it more volatile. Therefore magnetic fuel
conditioner stabilizes the fuel, making it more amenable to more complete
and even combustion, thus contributing to greater efficiency. It is known to
the scientific world that tin is an ideal lubricant in high combustion
temperatures and is also a smoke suppressor. The tin is released into the fuel,
in molecular form and therefore enables the excellent benefits.
International Tin Research Institute has conducted several tests on
this technology and has found several interesting interactions between tin
catalysts and hydrocarbon which will eventually lead to manufacture of more

environmentally friendly vehicles. Therefore all serious research has been

aimed at bringing about fuel reactivity with oxygen (oxygenated fuels), since
increased oxidation means increased combustion and the following had
to be taken into consideration:
When hydrocarbon fuel (methane molecule) is combusted, the first
to be oxidised are the hydrogen atoms (or precisely electrons on their outer
shells). Only then the carbon atoms are subsequently burned (CH4 + 2O2 -
CO2+ 2H2O). Since it takes less time to oxidise hydrogen atoms in a high
speed internal combustion process, in normal conditions some of the carbon
will be only partially oxidised, which is responsible for the
incomplete combustion. Oxygen combines with hydrogen however the
carbon-oxygen reaction is far less energetic and oxygen always has a valence
of minus two.
The valence of carbon on the other hand can be plus or minus due
to the configuration of its four electrons in the outer shell, which requires a
total of eight electrons for completion. The optimum combustion efficiency
23
(performance) obtained from the magnetic fuel conditioner application on fuel
is first indicated by the amount of decrease in HC (by 40%). Furthermore,
decrease in pollution is an indication of increase in combustion efficiency
(Fujita Etuo 1980).
The application of the magnetic fuel conditioners intense and
focused magnetic field aided by the tin alloy catalysts converts fuel molecules
to a positive charge and sets them in order, which increases the attraction of
negatively charged air molecules boosted by the magnetic fuel conditioner,
which is placed in automotive vehicles on the fuel duct before the fuel
injection pump or the carburetor to allow for the optimum combustion and
further reduction of toxic substances. This significantly improves the process
of oxidation.
2.3.1 Electro Magnetic Effect
2.3.1.1 Ortho-para orientation
At 20C (room temperature) 75% of hydrogen is in the para
(i.e. stable) form. It is only when we drop the liquid hydrogen temperature to
-235C that 99% of the hydrogen is in the ortho state. In the fifties an
American rocket scientist, Simon Ruskin (Joe Cheung 1997), realized that
para-hydrogen could be converted to higher energized ortho-hydrogen
through magnetic stimulation, i.e. the application of the proper magnetic field
to change the spin state of the hydrogen molecule. This greatly enhances the
energy of the atom and the general fuel reactivity, i.e. the combustion
efficiency.
The hydrogen atom has one positive charge (proton) and one
negative charge (electron), i.e. it possesses a dipole moment. It can be either
24
diamagnetic or paramagnetic (weaker or stronger response to the magnetic
flux) depending on the relative orientation of its nucleus spins (Janczak
Andrew 1992). Hence, it occurs in two distinct isomeric varieties (forms) para and ortho, characterized by the different opposite nucleus spins as shown

in the Figure 2.2. In para H2 molecule, which occupies the even rotation levels
(quantum number), the spin state of one atom relative to another is in the
opposite direction rendering it diamagnetic.
Figure 2.2 Spin orientation of hydrogen atom
This spin orientation has a pronounced effect on the behavior of the
gas molecule. The coincident spins render ortho-hydrogen exceedingly
unstable and more reactive than its para-hydrogen counterpart.
25
2.3.1.2 Structure dispersion of fuel molecules
Hydrocarbons have basically a cage like structure. That is why
during the combustion process oxidizing of their inner carbon atoms is
hindered. Furthermore they bind into larger groups of pseudo-compounds.
Such groups form clusters (associations). The access of oxygen in the right
quantity to the interior of the groups of molecules is hindered and it is this
shortage of oxygen to the cluster that hinders the full combustion. In order to
combust fuel, proper quantity of oxygen from air is necessary for it to oxidize
the combustible agents.
Figure 2.3 Structure dispersion of fuel molecules in fuel line
In accordance with Vander Waals' discovery of a weak clustering
force, there is a very strong binding of hydrocarbons with oxygen in such
26
magnetically activated fuel, which ensures optimal burning of the mixture in
the engine chamber (Tretyakov 1985).
2.3.1.3 Charge disparity of fuel molecules
It is a well-known fact that Hydrocarbon fuels have to be carried to
the place of burning through a pipe (Jose Luis 1997). When hydrocarbon
flows through a strong enough magnetic field cutting the same
perpendicularly, as per Faradays law the whole unit acts similar to that of a
D.C. generator Pipe and the magnet acting as stator and the flowing
hydrocarbon as rotor. This renders a static positive charge to the molecules
and negative to the pipe i.e. the charges are reversed as against normal flow.
2.4 MAGNET - A SURVEY
2.4.1 Permanent Magnets
In a permanent magnet, each atom produces a net magnetic field
caused by its unpaired electrons. Since there are so many of these aligned
atoms in the material, the overall magnetic field is amplified to observable
levels (Paul Leangpanich 2004). Some materials show evidence of partial
magnetic attraction or repulsion under the influence of an outside magnetic
field. However, the ability of a material to maintain the magnetic dipole
(orientation) in the absence of an outside magnetic field is ferromagnetism,
which is the essence behind permanent magnets.
Ceramic magnetic material is used in many ferrous separation
systems. In normal use, a lifetime guarantee is given for its magnetic
properties. The material can be recognized by its matt black color.
Aluminium-Nickel-cobalt (AlNiCo) is an alloy made from Aluminium,

Nickel, Cobalt and Steel. It is used in situations where great mechanical

strength is required. The material is also able to withstand high temperatures
and temperature changes. It is recognizable by its typical metallic appearance.
Samarium Cobalt (SmCo) is a powerful magnetic material made
from rare earth minerals. It is almost impossible to demagnetize it and always
retains a very strong magnetic power. The material can be recognized by its
dull metallic color. Neodymium is the strongest magnetic material currently
available. It can also be used successfully for ferrous separation from viscous
fluids. Neodymium is a rare earth material. With today's scientific theory,
technology, and the use of phase diagram, new materials with desired
magnetic properties can be achievable. The Neodymium-Iron-Boron magnet
which was developed in 1984 is the strongest permanent magnet of our time
(Joe Cheung 1997)

4.1.DIESEL ENGINE:

History :
Diesel engine was first invented by Rudolph Diesel. At first, Rudolph Diesel tried

to come up with powdered coal as a possible fuel but he failed as it is difficult to inject
into the cylinder and caused the prototype engine to explode. Then, Diesel discovered a
stable byproduct of the petroleum refinement process which is diesel fuel. He was the
first to prove that fuel can be ignited in high compression condition. Rudolf Diesel then
come up with his prime model of a single 10-foot iron cylinder with a flywheel and
operated by its own power for the first time at Augsburg, on August 10, 1893 shown in
Figure 1.Diesel again came with a new model of diesel engine with the theoretical
efficiency of 75% and substitutes steam engines which only have 10% of efficiency at
that time. Then, his engine was widely used in marine craft, trucks and factories.In
1970s, diesel engines were widely used in automobile industry especially in USA.
Currently, almost 50% of all new car manufactured in Europe is diesel engine based.

Fig. 1.Rudolph Diesels First Prime Diesel Engine

Principle of operation:

Diesel engine which also known as compression-ignition engine is a four stroke

internal combustion engine. Diesel combustion engine is different from gasoline engine
as diesel engine does not use spark plug to ignite the mixture of fuel. The air in
combustion chamber is compressed with a typical combustion ratio of 15 : 1 resulting in
4 MPa of pressure. The temperature at this situation is roughly 550C . Mixture of diesel
and air will be injected in this compressed region and resulted in combustion. The rapid
expansion of combustion gases drives the piston downward and rotates the crankshaft.
According to Rudolph Diesels theory, higher compression leads to higher
efficiency and power. A gasoline engine compresses at ratio of 12 : 1 have lower
efficiency than a typical diesel engine. This proved that the theory is correct.

There are

four strokes in diesel engine which resulted from two complete rotation of crankshaft.
Figure 2 shows the 4 strokes of diesel engine which are intake, compression, power and
exhaust.

Fig.2. The 4 strokes of Diesel Engine

Advantage and Disadvantage :

In term of advantages and disadvantage, comparison of diesel engine with

gasoline engine is done as both are internal combustion engine and widely used in
automobile industry. The main advantage of diesel engine is inexpensive diesel fuel.
Gasoline is almost 20% more expensive than diesel fuel. Other than that, diesel
engine also can produce more torque than gasoline engine. Generally, diesel engines
having better mileage than gasoline engines . Diesel fuel did not explode like gasoline
in case of accident. Thus, diesel engines are safer than gasoline engine. Another main
advantage is diesel engine can run on alternate fuel which is bio-diesel (nonpetroleum based fuel) making it more versatile .The emissions of diesel engines are
considered to be the worst disadvantage. Diesel engine release carbon monoxide,
nitrogen dioxide (known as NOx), sulphur dioxide and unburned hydrocarbon as the
result of incomplete combustion. Sulphur dioxide can dissolve in rain water and
resulted in acid rain. Dangerous emission cause the diesel engine to design with
emission control system and this makes diesel engine more expensive than gasoline
engine.

DIESEL FUEL
Diesel fuel is used to operate diesel engines. Diesel is referred to fossil fuel based

product which obtained by refining of crude oil. The oil must have several properties

such as proper viscosity, volatility and cetane number in order to be used as diesel fuel.
Volatility measures the tendency of a liquid to evaporate. Diesel fuel has lower
volatility compared to gasoline. There are two grades of diesel fuel for automotive
engines which is number 1 diesel and number 2 diesel. Number 2 diesel is most
recommended fuel to be used in automobile industry as number 2 diesel have higher
volatility and higher heating value. .
Viscosity refers to a liquids flow resistance. Liquid tends to flow more easily by
having low viscosity value. Diesel fuel must have lower viscosity value in order to flow
through flow-system lines and inject in the combustion chamber with less resistance. Oil
with high viscosity will not break into fine particles when injected which results in poor
combustion. Number 2 diesel having lower viscosity compared to number 1 diesel
making it more versatile.
Cetane number measures the tendency of the diesel fuel to be ignited in the
combustion chamber. Diesel fuel with lower cetane number takes more time to ignite
which may cause excessive ignition lag. Higher cetane diesel fuel able to ignite as soon
as it injected to the combustion chamber results in smooth pressure rise and prevent from
combustion knock occurs.

MAGNETIC FUEL CONDITIONER

MAGNETIC FUEL CONDITIONER
2.5.1 How it works?
Magnetic fuel conditioner is used to maximize the mileage by using less diesel fuel.
In other words, magnetic fuel saver able to reduce the diesel consumption in the
diesel engine. Many people still wondering how could a magnet changes a nonmagnetic
liquids properties. Magnetic effect on non-magnetic liquids is something
we cannot see using naked eyes. Thus, the best method to identify the working
principle is by setup an experiment.
Diesel fuels is in the form of liquid when its in the oil tank and the important
point is fuel will only combust when they are vaporized and mixed with the air.
Thus, something has to be done to break the particles into finer tiny particles to
improve the combustion.
Magnets help to ionize the fuel. Fuel is basically from the groupings of
hydrocarbons. When the molecules of hydrocarbon flowing through a magnetic field,

it changes their orientation in the direction opposite to the magnetic field. Thus, this
results in changes of molecule configuration and weaken the intermolecular force
between the molecules. In other words, magnetic field actually disperses the
molecules into more tiny particles and making the fuel less viscous. Figure 2.3 shows
how magnets help to disperse the molecules.
Emission is another hot topic of diesel engine. Emission of dangerous
gaseous such as oxides of nitrogen and oxides of sulphur is the result of incomplete
combustion in the combustion chamber. Magnetic field can improve the combustion
level. Thus, automatically the amount of dangerous gaseous can be reduced. The
amount of unburned hydrocarbon also can be reduced as the combustion rate
improved.

Figure 2.3: The changes in fuel after passing through magnetic field

MAGNETS
Magnet is an object that produces continuous magnetic field around it which is
invisible but the effect of the magnetic field is notable. Magnets can attract all
ferromagnetic materials such as iron and also can attract and repel with other magnet.
There are many type of magnets in different range of dimension, shape and strength. The
most typical magnet used in science laboratory is made up of ferrite and neodymium

5.1.Neodymium Magnets

This magnet also known as Neo magnet which is most widely used type of rare
earth magnet and in bright silver colour. This is a permanent magnet which made from
alloy of neodymium, iron and boron and this magnet considered to be the strongest
magnet type among other permanent magnet. This magnet widely used in electronic
based companies and also as motor in cordless tools. The magnetic strength measured in
Gauss and permanent magnet has different strength at different region of the surface. The
strength of permanent magnets usually measured with ranges for an example, in the
project I use two neodymium magnets, one is around 1500 2000 Gauss and another is
around 2500 2800 Gauss. The strength of magnets measured by an instrument called
Gaussmeter or magnetometer.

Fig.3.1500-2000 Gauss Neodymium Magnet

Fig. 4. 2500-2800 Gauss Neodymium Magnet

PROPERTIES OF NEODYMIUM MAGNETS:

Property

Neodymium

Remanence (T)

11.3

Coercivity (MA/m)

0.8751.99

Temperature coefficient of remanence (%/K)

0.12

Temperature coefficient of coercivity (%/K)

0.55..0.65

Curie temperature (C)

320

Density (g/cm3)

7.37.5

Flexural strength (N/mm2)

250

Compressive strength (N/mm2)

1100

Tensile strength (N/mm2)

75

Vickers hardness (HV)

550650

Ferrite Magnets

Ferrite magnet is the compound of ceramic and Iron (iii) oxide. This is an
example of permanent magnet and used as ferrite cores in the transformer. Generally,
ferrite magnets are carbon black in colour and brittle because the present of ceramic
particle in the chemical compound. Ferrite magnets also considered as strong magnets but
not neodymium magnets.

fig. 5.500-800 Gauss Ferrite Magnet

6.MAGNETIC FUEL CONDITIONER:

A magnetic fuel conditioner is a device which is used to alter atomic construction
and organize fuel molecules (fuel quality) so that proper combustion happens in I.C.
engine/automobile. As magnetic field is applied to ionizing fuel feed to combustion
chamber which enhances combustion process and gives out lower emission and improved
mileage. Magnetic field applied to fuel line atomizes fuel properties which get adheres to
more oxygen molecules and enhances fuel air mixture. This provides peak engine
performance while extending engine maintenance and filters change intervals thus
reducing harmful emissions and carbon deposits & also we can ensure more complete
combustion.

Fig.6. MFC

6.1. EXPERIMENTAL SETUP

The four stroke single cylinder diesel engine test rig will be prepared to run for all
test. The magnetic flux density to be imparted to fuel widely varies depending upon fuel,
air or steam, and combustion equipment and conditions. In general, the preferred range of
magnetic flux density is from 1000 to 3500 Gauss, and the most preferred range is from
1400 to 1800 Gauss when fuel oil is used in combination will be determined through
experimental runs. The field strength is a function of the engine size based on fuel
consumption. The Ferrite magnets are the most cost effective for treating fuel. When high
energy Neodymium Iron Boron Magnets are applied, we can obtain a decrease in the fuel
mileage and unburned hydrocarbons and carbon monoxide.
The magnetizing apparatus is located on the pipe between pumping means and the
burner, carburetor or fuel injectors, because it is unnecessary for any other parts to be
magnetized. A portion of the fuel feeding system extending from a point downstream of
the magnetizing apparatus to the burner must be made of non-magnetic material. In this
case, magnetized fuel is directly fed to burners or atomizing nozzles with a minimum
reduction of magnetism. The magnets are embedded in a body of nonmagnetic material,

such as plastic, copper or aluminium, to secure them to the fuel line. No cutting of the
fuel line and no hose and clamps are necessary to install this device, outside a fuel line
without disconnection or modification of the fuel or ignition system for producing
magnetic flux in the flow path of combustible fuel within the pipe. These units have been
installed without other fuel line or ignition adjustments to treat vehicles failing required
emission tests as an inexpensive retrofit accessory to give substantially immediate
improvements of up to the order of 80 % reduction in hydrocarbon and carbon monoxide
emissions

Fig. 7. Experimental set-up diagram

6.2. FUEL ECONOMY

Fuel economy also related to the efficiency of the engine determined by distance
travelled by an automobile for certain amount of fuel consumed (Crouse & Anglin,
1993). This fuel economy can be measure in both mile per gallon(mpg) and kilometer
per gallon (km/L). Most of the Asian countries use kilometer per gallon (km/L).

6.3. EMMISION CONTROL

Diesel Oxidation Catalyst ( DOC ) is most preferred catalytic converter for diesel
engines. This system uses oxygen from exhaust gas to convert carbon monoxide to
carbon dioxide and hydrocarbon to water and carbon dioxide. The efficiency of DOC
catalytic converter is about 90%. But the problem is this system is not active for oxides of
nitrogen and oxides of sulphur .
Additional Selective Catalytic Reduction (SCR) or Nitrogen Oxide Absorber can
be fixed to the catalytic converter to trap oxides of nitrogen. Oxides of Nitrogen leave
many dangerous health problems such as shortness of breath, eye and nose irritation.
Cryptomelane is a chemical compound which can used to absorb sulphur dioxide.
This chemical compound fixed to the catalytic converter for better trapping of sulphur
dioxide. Sulphur dioxide emission can be only found in diesel engine as diesel fuel

contain small amount of sulphur.

THEORIES OF MAGNETIC FUEL CONDITIONER:

7.1. Chemistry theory:
Particles are made up of number of atoms. In Fig. 1 shows an atom having equals
number of Proton & electron in neutral charge, if greater number of electrons is there
then ve charge is obtained & if reversed then +ve charge is obtained. We are familiar
with construction of fuel molecule (C--H bond). Each electron has two movements 1)
Spin & 2) orbital movement which results in mixing of fuels.

Fig.8.. Basic concept of a molecule and molecules showing different energy level

In Fig. 6 shows molecules of fuel has nucleus at it centre around which electrons are
orbiting, which having tendency to attract towards nucleus, due to which intermolecular
force of attraction increases & thus fuel particle are not actively interlocked with oxygen
during combustion & some un-burn fuel goes into exhaust & thereby causing incomplete
combustion [3,4,5]. When we apply magnetic field around fuel inlet lines, due to
magnetization we reduces intermolecular attraction of fuel molecule, which results in
better combustion of fuel.

7.2. Physics theory:

Due to Magnetic effect on molecules, spinning electrons will absorb the energy
and finally flip into alignment. Because of that cluster structure of fuel breaks i.e. bonds
will break into fine particles. Now, this fine particles (C and H) having magnetic
influence, which tend to adhere more oxygen electrons i.e. extra oxidation is done and
ultimately complete combustion at its optimum value is obtained , hence pollution will
reduced.

Fig.9.a) orthohydrogen and parahydrogen

7.3. Maths theory:

Quantum (Maths) theory is used for analysing the above effects which are
occurred in covalent bond & Barnett theory.

Fig. 9 b).Mechanism of MFC

8. PARAMETERS OF MFC:
8.1. Installation Position:
It is just before the carburetor or injector on inlet pipe or housing for maximum
alignment & maximum effect.

8.2.Polarity of magnet:
Fuel line is magnetized by South Pole and air line is magnetized by North Pole. Such
type of opposite polarity burns more completely, producing higher engine output, better
fuel economy, and more power and most important reduces the amount of pollutants. The
main benefit of such opposite polarity dissolves the carbon built up in carburetor jet,
spark plug electrode, injector nozzles and combustion chamber help to clean up the
engine parts and maintains the clean condition. Therefore the life of engine parts also
increases.

8.3.Diameter of MFC device:

Maximum result is being obtained, if diameter is same or close to the system piping.

8.4.Length of MFC device:

It will depend upon the volume of fluid to be treated and intensity of treatment. It is
generally varied from 12 to 48cm.

8.5.Magnetic flux:
Magnetic flux density which is varies differently on flat surface, core surface. It is
observed that maximum effect at centre.

8.6.Selection of permanent magnet:

The magnet should have a curie temperature sufficiently high that they retained their
magnetic characteristic at the operation temperature to which they are exposed.
Permanent magnet shows positive result up to its optimum peak, afterwards it will vary.

8.7.Magnetic strength:
The strength of magnet depends on engine size. The magnetic flux density to be
imparted to fuel widely varies depending upon fuel, air or stream, combustion equipment
& its condition. In general the preferred range of Magnetic flux density is from 10001800 Gauss. Most preferred range for multi-cylinder is 1400-1800 Gauss. The field
strength is a function of engine size based on fuel consumption. In order to protect
magnet from effect of heat generated by engine magnet should provide insulation of
aluminium, copper or plastic to block radiant energy a layer of thermal insulation
(neoprene) to prevent heating & radiation

9. METHODOLOGY
The four stroke single cylinder diesel engine test rig will be prepared to run for all test.
The setup consists of an engine, an eddy current dynamometer, and an exhaust gas
analyser. Magnetic coil just installed before the injector on inlet pipe or housing for
maximum alignment & maximum effect .Two types of magnetic coils can used to
magnetize the fuel before entering the engine cylinder. This is done with aid of electric
magnetic coil which is placed on the pathway of fuel, approximately at one meter before
the carburetor system, to ensure that magnetizing takes place.
The fuel system is designed to facilitate for accurate measurement of the fuel flow rate.
The fuel consumption is measured directly by using the burette method. The fuel
consumption will be measured at different engine loading conditions and exhaust gas
measured by Exhaust gas analyzer. Engine performance including brake power, brake
specific fuel consumption and thermal efficiency are studied using leaded gasoline with
magnetic effect and without magnetic effects. This procedure was done twice one for
without magnet installation and other for with magnetic coil installation and results will

be compared.
Magnetic fuel conditioner is used to maximize the mileage by using less diesel fuel. In
other words, magnetic fuel saver able to reduce the diesel consumption in the diesel
engine. Diesel fuels is in the form of liquid when its in the oil tank and the important
point is fuel will only combust when they are vaporized and mixed with the air. Thus,
something has to be done to break the particles into finer tiny particles to improve the
combustion. Magnets help to ionize the fuel . Fuel is basically from the groupings of
hydrocarbons. When the molecules of hydrocarbon flowing through a magnetic field, it
changes their orientation in the direction opposite to the magnetic field. Thus this results
in changes of molecule configuration and weakens the intermolecular force between the
molecules .
In other words, magnetic field actually disperses the molecules into more tiny particles
and making the fuel less viscous. Emission of dangerous gaseous such as oxides of
nitrogen and oxides of sulphur is the result of incomplete combustion in the combustion
chamber Magnetic field can improve the combustion level. Thus, automatically the
amount of dangerous gaseous can be reduced. The amount of unburned hydrocarbon also
can be reduced as the combustion rate improved .

Fig. 10.Fuel before passing through the magnetic field

Fig. 11.Fuel after passing through the magnetic field

Magnetic fuel saver is used to maximize the mileage by using less diesel fuel. In other
words, magnetic fuel saver able to reduce the diesel consumption in the diesel engine.
Many people still wondering how could a magnet changes a nonmagnetic liquids
properties. Magnetic effect on non-magnetic liquids is something we cannot see using
naked eyes. Thus, the best method to identify the working principle is by setup an
experiment.
Diesel fuels is in the form of liquid when its in the oil tank and the important point is
fuel will only combust when they are vaporized and mixed with the air. Thus, something
has to be done to break the particles into finer tiny particles to improve the combustion.
Magnets help to ionize the fuel. Fuel is basically from the groupings of hydrocarbons.
When the molecules of hydrocarbon flowing through a magnetic field, it changes their
orientation in the direction opposite to the magnetic field. Thus, this results in changes of
molecule configuration and weaken the intermolecular force between the molecules. In
other words, magnetic field actually disperses the molecules into more tiny particles and
making the fuel less viscous. Figure 2.3 shows how magnets help to disperse the
molecules.
Emission is another hot topic of diesel engine. Emission of dangerous
gaseous such as oxides of nitrogen and oxides of sulphur is the result of incomplete
combustion in the combustion chamber. Magnetic field can improve the combustion
level. Thus, automatically the amount of dangerous gaseous can be reduced. The amount
of unburned hydrocarbon also can be reduced as the combustion rate improved.

RESULT TABLE

MERITS

No tools needed.

Lasts forever, simply remove from old car & install on new car.

Will pay for itself in only a few months in fuel savings alone.

Users report 10-20% fuel savings.

Increased acceleration.

A smoother running engine

Increase fuel economy per liter

High initial torque.

Reduced knocking and detonation

Decrease smoke emission.

Faster A/C cooling

No fuel wastage

Smooth running and long term maintenance free engine.

Up to 28% Fuel saving on your mileage per litre

DEMERITS

Future SCOPE
The scopes of this project are:
i. Design the Magnet Device.
ii. Fabricate the Magnet Device.
iii. Theoretical analysis on the fuel consumption and exhaust gas temperature
10. CONCLUSION
The study of fuel magnetism got importance in recent year due to its effect on
decreased fuel consumption and reduced exhaust emission. By establishing correct fuel
burning parameters through proper magnetic means (MFC) one can assume that an
internal combustion engine is getting maximum energy per liter as well as environment
with lowest possible level toxic emission. The resultant fuel burns more completely,
producing higher engine output, better fuel economy. With a magnetic field we can
increase the internal energy of the fuel, to cause specific changes at a molecular level.
Increasing the internal energy means molecules fly apart easier, join with oxygen easier
and ignite well to obtain easier combustion. The resultant conditioned fuel is magnetized
to burn more completely, producing higher engine output, better fuel economy, more
power and most importantly reduces the amount of hydrocarbons and carbon monoxide
in the exhaust.
11. REFERENCES :
1]Kushal Chaware:Review on Effect of Fuel Magnetism by varying
Intensity on Performance and Emission of single Cylinder Four
stroke Engine.Vol.3,Issue 1,Jan-Feb,2015 ISSN2091-2730.
[2] Shweta Jain, Prof. Dr. Suhas Deshmukh,2012 Experimental
Investigation of Magnetic Fuel Conditioner (M.F.C) in I.C.
engine,ISSN: 2250-3021 Volume 2, Issue 7 (July 2012), PP 27-31
[3]Barathal/ ponnusamy, magnet device to reduce diesel consumption
in diesel engine, Faculty of Mechanical Engineering,university
Malaysia Pahang.
[4]Nitin Karande ,Sachine kumar Kore ,Sandip k.
Kumbhar:Experimental Study the Effect of Electromagnetic Field on
Performance & Emission of IC Engine.Vol.3,Issue 1,pp:(27-34) April
2015-September 2015
[5] V. A. Jundale, D. A. Pati:lAnalysis of Fuel and Exhaust Gases of SI
Engine by Using MagnetVol.3,Issue 4 ,April 2015.
P. Govindasamy and S. Dhandapani,Experimental Investigation of
Cyclic Variation of Combustion Parameters in CatalyticallyActivated and
Magnetically Energized Two-stroke SI Engine. journal of scientific and
industrial research vol.66, 2007;pp-457-463

[7]http://www.google.co.in [
[8]Textbook of Internal Combustion Engine: M.L.Mathur ,R.P.Sharma ,
V.Ganeshsn