DIESEL ACTIVATOR KA3 and KA4 - PRODUCT INFORMATION
This information page will give you detailed knowledge about our product, how it works and how it will save
you money while reducing emissions. After reading it, you can make an educated decision to buy our product.
Operational Description of Fuel Activator (Type KA 3) for diesel engines
Boilers, and House-heating-systems (KA4) with crude-oil based fuels -DBGM-
or Bio-Diesel powered engines.
Diesel# 1 | Diesel# 2 | MDO (Marine Diesel Oil) Thin Diesel, less refined than Gas Oil | HSD (High Speed Diesel -India-)
IFO (Intermediate Fuel Oil) | MFO (Medium Fuel Oil) | HFO (Heavy Fuel Oil)180 cSt/50°C | 380 cSt/50°C | 730 cSt/50°C
Furnace Oil / CSFB 100 cSt/50°C | Bio Diesel
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Our Fuel-Activators KA2 and KA3 are designed in accordance to laws of physics (Lorentz Force Law). The Activator Units are invented, designed, and manufactured in Germany. They are successfully street-tested, and have been on the German market for over 6 years. The use of the strongest magnetic material currently attainable, heat- and corrosion-resistant, will guarantee you satisfying results, and service for life.
NdFeB, the third generation of rare-earth permanent magnet, has the high remanence, high coercive force, high-energy product and high performance/cost ratio, It is easily formed into various sizes and widely used in many fields such as aviation, electronics, instruments, meters, machine, medical instrument and the like. It is especially suitable for the development of high-performance, compact and light products.
Patented Internationally and in the USA.
While the Type KA2 activator has been used for its positive physical effects on gasoline-engine fuels for years by applying it to the fuel feed line, another new device has now also been successfully employed directly at the injectors in diesel engines.
The new Fuel-Activator KA3 is positioned on each injector directly on the injector cap nut. Owing to its flexible construction, it can be clamped on without additional fastening devices. In accordance with the design principle (as in KA2), the magnetic fields that are effective across the injectors cover the area from the injection nozzle to the cylinder head, so that the fuel that is under injection pressure is already influenced, i.e., fully concentrated, during atomization (Lorentz force). With diesel oil, the optimization of the combustion process is of decisive importance for the consumption, and the emission of particulate matter
-soot- and other particles that have to be held back by suitable filters. Nonfilterable harmful gases, such as the carcinogenic substance benzopyrene, will be be reduced by the improved combustion process in the cylinder.
IGNITION QUALITY or VALUE
When fuel is injected into the combustion chamber of a diesel engine, ignition does not occur immediately. The interval between the commencement of fuel injection and the commencement of combustion is known as the " ignition delay" and is a measure of the ignition quality of the fuel. This delay period depends on the nature of the fuel, the engine design, and on the operating conditions. If the delay is too long, the engine may be hard to start and when the accumulated fuel does ignite, the rate of pressure rise may be so great that it causes roughness or diesel knock. The effects of diesel knock are similar to the effects of knocking in gasoline engines, causing loss of efficiency and power output and a possibility of mechanical damage to the engine if the knocking is prolonged.
Magnetic treatment of the diesel fuel prior to atomization results in better ignition values, which is equivalent to an increase in the cetane number ( or you could say it more practical: It is the same if you had a better quality of fuel), We reduce the fuel's flash-point from before at 183.2°F (84°C), down to 134.6°F (57°C), after treatment with KA3, which also leads to better cold-start behavior. The so called "Diesel-knock" resedes, the engine runs smother than without our unit KA3.
 Vienna's, University of Technology lab-testsshowed the following:
Normal flashpoint of Diesel Fuel is at 183.2°F ( 84°C )
KA3 treated Diesel has a reduced flash point of 134.6°F ( 57°C ).
This explains (i) the better cold-start behavior of Diesel engines with installed Unit KA3.
(ii) The more efficient combustion, what leads to reduced consumption and emissions.
The result is a noticeable improvement in the running of the engine, less soot - particulate matter- formation and lower fuel consumption. This reduces stress on the soot filters and also protects the environment. The reduction in consumption is up to max.17%. As with the KA2 (gasoline)
Microscope (x800) photo of an Diesel-Oil-drop
Picture 1 Picture 2
  Untreated Oil drop Oildrop KA3 charge
Flashpoint 183.2°F ( 84°C ) Flashpoint 134.6°F ( 57°C )
Another evidence of the effectiveness of our Fuel Activator KA3, pointing to it's ability to influence the bipolar hydrocarbon molecules in the fuel. Through the electrostatic charge, these groups (clusters) are braking up and allow a more sufficient combustion process.
You can see the difference in the drop's surface.
The untraeted oil-drop -Pic 1- shows us through it's rough surface that the bipolar hydrocarbon molecule clusters are dominating the fuels inner structure.
Now treated, -Pic 2- we can observe a smooth surface. Evidence that these clusters are broken up. Therefore, the affinity to oxygen is improved. The fuel's flashpoint is lowered,
a most efficient combustion can take place, where fuel is burned more efficiently, power is enhanced, soot formation is lowered, and a reduction in fuel consumption is reached.
Technical note:
The KA3 works best with "common rail" (computer controlled) engines, because the computer controls the injection timing and volume (time of injector opening) and thus makes maximum use of the now conditioned fuel, i.e. lowest possible fuel consumption and maximum power. The positive effect is also to experience with Bio-Diesel usage.
As far as purely mechanically engines are concerned, however, it has come to our attention that sometimes the expected diesel fuel savings are not as good as expected.
This may be caused by the fact that the KA3 conditioned fuel has a considerably lower flashpoint, as illustrated above, causing the fuel to ignite too soon before Top Dead Center (BTDC).
Let's take, f.ex. the case of a Mercedes 3L, 5 cyl. engine, running on Diesel II fuel with a flash point of approx 183.2°F (84°C). This engine, before the advent of common rail, injects fuel mechanically and ends injection at approx. 24 deg. BTDC. This is the best setting to ensure that the thermo ignition takes place very slightly before TDC. Due to the delay it takes for the flame to reach maximum pressure, this highest pressure is reached slightly ATDC (After Top Dead Center). This maximizes the power output.
With KA3 treated fuel, the flashpoint of 134.6°F (57°C) changes the situation. Since the fuel now ignites considerably sooner, the maximum pressure in the cylinder is reached before TDC, not slightly after. This means that the piston has to work against the cylinder pressure and does not maximize fuel efficiency.
To overcome this problem, however rare, it may be helpful to retard the pump timing by 4-6 degrees so that maximum pressure, again, is reached slightly ATDC, as desired.
Do this modification only if the expected fuel consumption saving of 8-15% is not reached, or if the engine idles rough or "nails", due to premature ignition. No harm to your engine will be caused by the aforementioned conditions.
AdvaTech's Diesel Unit KA3 and the new "Common Rail" Diesel Technology...
see explanation here:
 Cummins PT Fuel Systm information, older engine trype N:
 Installation Instruction - Activator for Diesel Engines KA 3
The Activator KA3 is very easy and quick to install. There is no limitation on its effectiveness depending on the power of the particular engine.
It can be employed up to a maximum temperature of 170°C (338° F).
The installation position is unmistakable.
The Units are heat- and corrosion-resistant; therefore usable on all engines, as well as marine Diesel engines, burners and turbines (external combustion).
For all heating systems. i.e. : Buderus , Viessmann
    Injector cap nut
with KA3
KA3 Application: February 2005 5.9 L Cummins Diesel
Installation Instructions - Activator for Diesel Engines KA3
 KA 3 Diesel Fuel-Activators are easy to install (Easy Do It Yourself in minutes).
Each injection line need one Fuel-Activator. (6-Cylinder need 6 / 8-Cyl. need 8 etc.).
The KA3 will be placed directly on top of the injector cap nut of each injector.
Due to the elastic design you can clamp it on easily without using any tools.
No additional fastener necessary.
  The KA3 design will make it impossible to install the KA3 the wrong way.
The KA3 fits on all types of diesel engines with a cap nut size of 14mm to 24mm
(wrench size) (0.551 to 1 inch - or - 9/16 inch to 1 inch).
Regards ONLY propulsion engines: KA3 can be installed up to 24mm cap-nut size [60º angle].
Over 24mm diameter, each cap nut needs 2 Units, addressing the higher fuel flow volume.
Order for 6 Cylinder $360 + 10,50 S&H
Order for 8 Cylinder $480 + 10,50 S&H
Click here for:
 See below installation configurations for wider injector cap nut diameter:
     click here:
 for savings   |
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