Fuel Formula

zMAX Engineers Provide Insightsolutions to common automotive issues like oil usage or burning, hard starting, poor fuel mileage, better performance, reduced emissions and just about everything else short of curing baldness. And they often come with testimonials from well-respected automotive personalities so they must be legit, right? To the average Joe who doesn’t even know what oil is in his car, that could be the conclusion.zMAX has conducted numerous tests on its products with results and explanations available on its website.However, astute engine builders know that that racing hero may often be nothing more than a paid monkey who gets big sponsorship dollars but in his heart knows he’s pitching snake oil. At a small industry event about 20 years ago, Smokey Yunick all but said as much, and the chuckling and outright guttural laughter amongst the journalists and engineers in the room made the uncomfortable squirming of the advertiser’s marketing guys just that much funnier.zMAX Micro-lubricant is sometimes lumped into this category of unsubstantiated miracle solutions, quite likely due to its high-profile advertising campaigns that make bold and confident claims. However, unlike many other lubrication formulas or so-called additives, zMAX has a history founded in science and a rather extensive resume of lab tests that prompts EngineLabs to ask even more questions.We’d see a 5-horsepower increase after three days of hot-cold run cycles.–Ed Rachanski Jr, zMAXThe story somewhat starts in the era of Enrico Fermi, an Italian physicist and key player in the Manhattan Project that developed the first nuclear weapons during WWII. Some of the Manhattan Project’s development work took place at the University of Chicago (UC), near where Joe Lencki grew up. A lifelong hot rodder and self-taught engineer, as well as future engine designer and Indy Car builder, Lencki did some mechanical work on the side for UC scientists, becoming friends with Fermi along the way.Fermi, as a side project to his day job of controlling nuclear reactions, developed an additive to reduce friction in internal combustion engines. Some could say it was to help the military aircraft that would eventually carry the bomb. Through their friendship, Fermi knew Lencki was into racing and engine building, so when the Manhattan Project got to the point of dominating all of his time, Fermi gave Lencki his secret additive formula for his own use. Lencki was also sent to the South Pacific island of Tinian to oversee the maintenance on the B-29 Superfortress engines in the planes that conducted the war-ending missions over Japan.That’s A.J. Foyt on the left with Joe Lencki. Foyt was an early adopter of Lencki’s Speedway Cocktail.Lencki utilized the formula in his race engines at Indy and also in a “Speedway Cocktail” that some other racing friends were allowed to use. He called the additive Lenkite. It was designed to improve wear, particularly on cold-starts, in his Lencki-6 Indy engines, which were stretched versions of the Offenhauser 4-cylinder. With his history in the aircraft industry, Lencki also received FAA approval for his Lenkite based on rigorous in-field testing that showed significant wear reduction in airplane and helicopter engines.Now marketed under the zMAX name by Oil-Chem Research Corp. in Charlotte, NC (a subsidiary of Bruton Smith’s Speedway Motorsports Inc.), the formula still remains proprietary. However, officials say it does not contain Teflon, graphite or similar substances. It starts as highly refined mineral oil, not a synthetic, and the molecular structure is further refined to create what zMAX calls a “micro-lubricant.”Here’s where the lines between marketing claims and technical facts are sometimes hazy. zMAX officials are quick to point out, as Lencki did, that zMax does not treat the oil, it treats the metal. The engine oil is nothing more than a delivery vehicle to carry the zMAX formula to the engine’s metallic parts.zMAX is a “micro lubricant” designed to penetrate into smaller openings in the metal that conventional oils can’t.‘Soak-in’ period neededWith this strategy, zMAX can be used in petroleum or synthetic oils. Once the formula reaches the metal, zMAX officials say it works by penetrating into the metal to protect it from scuffing (and therefore wear). That action is also said to disperse varnish, carbon and other deposits. The objective, according to zMAX, is that nothing will stick to the metal once it’s treated. This is most beneficial on cylinder walls, pistons and rings, valves and guides, camshafts and lifters, bearings and pretty much anything that sees metal-to-metal contact. zMAX stays with the metal once the oil drains back, but not forever—eventually, its effects will diminish and replenishing the oil system is needed (every 50 hours as in the case of aircraft engines), according to the company.zMAX says a “soak in” period is required to penetrate into the metal. The formula works best when the parts are warm or up to operating temperature, which helps open the metal’s pores. Also, the more porous the metal the deeper the penetration; in other words, aluminum rods and pistons will soak up zMAX quicker than a crankshaft or cylinder wall. zMAX has been referred to as oil you can’t wipe off, no matter how hard you try.The formula’s benefit’s echo those boasted for numerous other products: reduced wear on vital parts; better dependability and longer engine life, improved fuel efficiency, lower emissions and restored performance. In addition, zMAX claims it cleans and lubes fuel pumps and injectors, conditions the combustion chambers and helps remove varnish and deposits from valves, pistons and other surfaces, as well as preventing grime from coming backzMAX, a commercialized metal interface treatment, is a uniquelyprocessed mineral oil that has demonstrated its ability to improve fueleconomy, reduce engine deposits, and reduce wear through theprocess of micro-lubrication. This micro-lubrication improvesperformance by reducing engine friction, affording an attendantimprovement in fuel economy, and reducing engine wear and depositsin critical high temperature sealing areas. Because this unique mineraloil is able to both adsorb onto and absorb (penetrate) into the pores,cracks, and fissures in the engine’s metallurgy, a new mechanism ofmicro-lubrication is offered for improving the overall lubrication andperformance in automotive engines.zMAX is derived from a highly refined mineral oil that undergoes aproprietary process involving specific molecular rearrangement, andhas a kinematic viscosity of 11.5 cSt @ 40 °C and 3.00 cSt @ 100 °C, an ASTM color of 30+, a Surface Tension of 27.75 dynes/cm @20°C, and an API gravity of 36.6. A comparison of ASTM D2887distillation results of zMAX versus the mineral oil used in itsproduction shows zMAX having a slightly higher boiling range thanmineral oil. Chemical analyses using gas chromatography and massspectroscopy conducted by Triton Analytics Corporation (Houston,TX) revealed a greater concentration of linear hydrocarbon chains inzMAX than in mineral oil.Since zMAX is added to the engine oil, a misconception may existthat zMAX is an additive for engine oils. This is incorrect as the SAEJ357 OCT 99 Information Report Physical and Chemical Propertiesof Engine Oils provides this definition “A lubricant additive agent isa material designed to enhance the performance properties of thebase stock or to improve the base stock properties that do notnaturally exist with the base stock.” Clearly, zMAX does neither ofthese two functions, as it is not designed to improve or enhance anyqualities of the engine oil. Introducing it into the engine oil is merelythe means to transport zMAX directly to the engine’s metallurgy.The following contains a compilation of essentially all testingprograms supporting those performance claims mentioned above.They are organized into nine sections with a summary for each sectiongiven below. The detailed individual reports can be made availableupon request.Inactivity towards Additives - Since zMAX may be mistakenas being an additive, laboratory testing to show its non-reactivitywhen mixed with formulated engine oils would confirm zMAX doesnot interact/interfere with those additive ingredients in engine oils.The approach taken was to have selected laboratory tests conductedback-to-back first on a fully formulated SAE 5w-30 SJ engine oilwithout the zMAX followed those same tests on a blend of that oilcontaining 10% by volume zMAX. Any significant changes in testresults would certainly demonstrate some reaction had occurredwhereas no change would show zMAX to be “inert” towards theengine oil’s additives.The laboratory tests selected were those that should reveal anysensitivity to additive interactions or incompatibility. These first eighttests were: ASTM D664 (Total Acid Number), ASTM D2896 (TotalBase Number), ASTM D4742 (Oxidation Stability of GasolineAutomotive Engine Oils by Thin-Film Oxygen Uptake), ASTMD130 (Copper Strip Corrosion), FTM Standard 791C Method 3470(Homogeneity and Miscibility), General Motors 9099P (Engine OilFilterability Test), ASTM D892 (Foaming Characteristics of EngineOils), and ASTM D6082 (High Temperature Foaming Characteristicsof Engine Oils). The remaining three tests dealt with viscosity andwere selected to merely assess the degree of change since adding 10%zMAX would slightly lower the overall viscosity. These remainingtests were: ASTM D5133 (Low Temperature, Low Shear Rate,Viscosity/Temperature Dependence of Lubricating Oil Using aTemperature Scanning Technique), ASTM D445 (KinematicViscosity), and ASTM D5293 (Apparent Viscosity of Engine OilUsing the Cold Cranking Simulator).The results of these first eight tests revealed zMAX did not generateany significant changes that would have indicated any additiveinteraction or some additive/base stock incompatibility. All ofthe changes shown were either within the precision limits for theindividual tests or in some instances there was no change whatsoever.However, the results obtained from the Homogeneity and Miscibility(H&M) test warrant further comment. This test determines whetherfully formulated engine oils are homogeneous and completelymiscible with other engines oils they might encounter in service. Thepresence of zMAX in the SAE 5w30 SJ oil when tested individuallyagainst the six reference oils required in the H&M test did not resultin any indication of incompatibity being evidenced. The results ofthe remaining three tests (i.e., Gelation Index through the ColdCranking Simulator) revealed minor changes reflecting the presenceof the lighter (i.e., lower viscosity) zMAX component that was fullyanticipated. In summary, the testing results revealed the absence ofany additive interactions with zMAX. Should zMAX have reactedwith the additive package or any of its individual ingredients, therewould in all likelihood have been significant changes in all of the teststhat were conducted.Metal Penetration - Arch Analytical Services (Cheshire, CT)utilized Auger Electron Spectroscopy to assess the ability of zMAXto penetrate metal surfaces. Tests were conducted on cast iron andaluminum alloy specimens similar in composition to metals used inthe production of automotive engines. The metal specimens wereimmersed in the test fluids for seven to fourteen days undertemperature-cycled conditions (i.e., ambient to 100 °C to simulatesome modes of an operating engine environment). Comparative testsof zMAX by itself and in blends with a commercial SAE 5w30 SJformulated engine oil showed the zMAX penetrated both types ofmetal far deeper than engine oil alone. Although it was not possibleto precisely quantify the difference in penetration depths betweenzMAX and the engine oil, the order of magnitude difference was atleast 100: 1. This ability to soak (i.e., be absorbed) into metalsurfaces is the key to zMAX 's effectiveness.Carbon Reduction and Dispersion - A testing programconducted by Savant Inc. (Midland, MI) used the TEOST MHT-4test procedure, a modification of ASTM D6335 to assess carbondeposit formation. This procedure is routinely used for measuring theability of fully formulated engine oils to control high temperaturedeposits and resist oxidation. This test, a requirement for meetingcurrent SAE/API and ILSAC engine oil performance standards,basically simulates deposit formation in the piston ring belt area of amodem engine by allowing oil to flow over a heated steel tube in anoxidizing atmosphere. Blends of zMAX and two different referenceengine oils were made. Again, the metal specimens were exposed tothe same preconditioning cycle described above. The two referenceengine oils differed in their ability for controlling carbon deposits, onebeing a high deposit oil while the other being a low deposit oil. Theresults of these tests revealed a reduction in carbon deposits whenzMAX was present, with reductions of 14.6% and 12.3% for thelow and high deposit reference oils respectively.In an another laboratory study conducted by Oil-Chem ResearchCorporation (Bedford Park, IL), sludge from an engine oil pan wasmixed with different fluids and heated to 100 °C with vertically hungstrips of chromatography paper partially immersed in the sludge/fluidmixtures. Through capillary action, the fluids migrate up the paper.Depending upon the ability of the fluid to disperse the sludgecomponents, the capillary action will transport different amounts andtypes of carbonaceous matter. Comparative testing of zMAX by itselfand zMAX /oil blends versus engine oil, mineral oil, and severalmajor aftermarket additives showed much larger amounts of carbonmatter being transported when zMAX was present. Thisdemonstrated the ability of zMAX to disperse engine deposits whichwas further confirmed in subsequent engine dynamometer testing.Friction and Wear Bench Tests - A series of ASTM benchtests which are used to assess the fundamental behavior of oils tocontrol friction and wear between rubbing metal surfaces wereconducted by Savant Inc. (Midland, MI). Six different testprocedures which varied both in the mechanical configuration andapplied loading were selected. Each procedure was slightly modifiedby the same preconditioning of metal specimens mentioned above.Multiple testing was conducted. The following compares test resultsof a commercial SAE 5w30 SJ engine oil without and with zMAX,the reduction in wear and coefficient of friction, or increase intime to failure being a direct result of zMAX.1. ASTM D4172 Four Ball Wear Test3 to 11% reduction in the wear scar diameter2. ASTM D5183 Four Ball Wear and Coefficient of FrictionTest9 to 61 % reduction in the wear scar diameter10 to 14% reduction in the coefficient of friction3. ASTM G99 Pin-on-Disk TestUp to 2% reduction in the coefficient of friction4. Savant Progressive Load Test10 to 22% reduction in the coefficient of friction29% less weight loss of the pin5. ASTM D2714 Block-on Ring Test4 to 13% reduction in the coefficient of friction3 1 % reduction in specimen weight loss16% reduction in wear scar diameter6. ASTM D5620 Thin Film-on-Vee Block TestUp to 300% increase in time to failureAll of these tests showed improvements in friction (i.e., lowering thecoefficient of friction) and reduced wear when zMAX was presentgiving a strong indication that friction and wear would also bereduced in operating engines. Further, there were no incidents that thepresence of zMAX caused any adverse or negative effect in any ofthese tests.Bench Rust Tests - Using the ASTM D1748 Rust Protection byMetal Preservatives in the Humidity Cabinet procedure, a series ofaviation piston engine oils were evaluated by Phoenix ChemicalLaboratory Inc. (Chicago, IL) for their ability to prevent the onset ofrusting with and without zMAX. The procedure was modified byfirst incorporating the same preconditioning of metal specimensmentioned above. Using three commercial aviation piston engine oils,the time before the start of rusting was increased by 10 to 100 %when zMAX was present in the oil. These results demonstrate theability of zMAX to provide enhanced surface protection from rusting.SAE J1321 Fuel Economy Tests - Four separate tests on theeffectiveness of zMAX to improve fuel economy were conductedusing in-use vehicles tested in accordance to the SAE J1321 JointTMC/SAE Fuel Consumption Test procedure. In summary, the testprotocol requires measuring the fuel consumption (by weight toimprove accuracy) of a group of test and control vehicles by drivingthe vehicles over a fixed-length road course or test track at a fixed rateof speed. The test is conducted in two phases, a baseline phase beforeany changes are made to the vehicles, and a test phase in which thetest vehicles receive a change. The difference in fuel consumptionbetween the baseline and test phases is used to calculate the change infuel economy. In this case, the test vehicles received the zMAXtreatment in the crankcase, transmission and fuel tank. The controlvehicles remain constant between the baseline and test phases and areused in the calculations to correct for the influences of ambientweather conditions. A summary of the four tests follows.1. Claude Travis Associates (Grand Rapids, MI) - This test wasconducted on an on-road course with two 1994 Class 8 Truckspowered by Cummins N1 diesel engines. One vehicle receivedzMAX treatment in the fuel, crankcase and transmission while theother vehicle was unchanged between the base and test periods. Thetest results showed a fuel economy improvement of 2.61% for thetest vehicle.2. Automotive Testing & Development Services, Inc. (Ontario, CA) -This test was conducted with three test vehicles and two controlvehicles at the Las Vegas Motor Speedway in June of 2000. Asummary of the test results follows.Vehicle % MPGImprovement1992 Plymouth Acclaim, 2.5L 6.4to 7.7%1999 Chevrolet Malibu, 3.1L 8.8to 9.5%1995 Ford F-150, 5.0L~0.1%3. Automotive Testing & Development Services, Inc. (Ontario, CA) -This test was conducted with seven test vehicles and one controlvehicle at the Las Vegas Motor Speedway in May of 2001. Asummary of the test results follows.Vehicle % MPGImprovement1996 Kia Sephia 4.61996 Ford Escort Wagon 3.31996 Ford Taurus 6.61989 Ford Crown Victoria 3.61995 Ford F-150 P/U 0.21997 Chevrolet Lumina 4.71995 Chevrolet Astro Van 2.5Average % Improvement - 3.64. Gerald H. Keller, Consultant (Palos Heights, IL) - This test wasconducted with eight test vehicles and one control vehicle at theChicago Motor Speedway in June of 2001. A summary of testresults follows.Vehicle % MPGImprovement1991 Mazda, 2.2L 12.71988 Toyota Corolla, 1.6L 2.41986 Chrysler LeBaron, 2.2L 14.91994 Oldsmobile Cutlass, 3.4L 2.81991 Mercury Cougar, 3.8L 2.61989 Toyota Camry, 2.0L 4.81985 Dodge Van, 225 CID 0.91990 Chevrolet Beretta; 3.1L 3.1Average % Improvement - 5.5These test results show a wide range in the change of fuel economydue to zMAX. Since all of these vehicles had seen a relatively highlevel of road use (odometers ranged from 43 to 226,000 miles), theengines had accumulated carbon in the critical sealing areas. Thus, theability of zMAX to penetrate the metal surfaces and improve enginesealing resulted in improved engine efficiency.A statistical analysis of the data generated from the SAE J3121 fueleconomy tests conducted by Automotive Testing & DevelopmentServices, Inc in June 2000 and May 2001, and the Chicago testconducted by Gerald Keller in June 2001 was performed. Themethod used in this analysis involved the “DependentSamples t-Test” methodology and is widely used where thesignificance of an observed change in two populations of data is to bemeasured. Applying this methodology, each of the three SAE J3121fuel economy tests conducted on zMAX afforded statistically validimprovements in fuel economy.Vehicle Emissions Tests - Two vehicular emission testprograms have conducted with zMAX and are described below.1. Automotive Testing & Development Services, Inc. (Ontario, CA) -This test program employed five vehicles that were obtained from arental agency. The vehicles were a 1996 Ford Escort, 1989 FordCrown Victoria, 1995 Ford F-150 P/U, 1997 Chevrolet Lumina, anda 1995 Chevrolet Astro Van. After inspection and lubricant changes,the vehicles were base-lined for their emissions levels using the FTP40 CFR-86 procedure. After a second lubricant change, the vehicleswere treated with zMAX and the emissions tests were repeated. Atthis point the vehicles were returned to the rental agency and allowedto accumulate mileage for a thirty-day period at which point thevehicles were emissions tested again. This cycle was repeated for anadditional thirty-day period affording sixty days of road use. Theaverage results of these emissions tests are summarized in thefollowing table.% ReductionHC CONOxAfter 30 days of road use-9.7% -15.3% -9.7%After 60 days of road use-4.8% -4.8% -8.3%The reductions in all three pollutants is a significant event and isattributed to the action of the zMAX in cleaning carbon from theengine’s critical sealing areas and parts of the emission control systemsuch as the oxygen sensor.2. Gerald H. Keller, Consultant (Palos Heights, IL) - These testswere conducted on the same vehicles as used in the SAE J1321 fueleconomy tests (June 2001) using the BAR 90 procedure. This is theprocedure recommended by EPA for state emission surveillancepurposes. The eight test vehicles were tested for their emissions at thestart and end of the fuel economy testing which represented about1,500 miles accumulated after adding zMAX. The average change inHC and CO levels are shown below. The NOx data is not consideredsince the BAR 90 procedure does not apply load to the vehicle, andthus NOx data has little significance for on-road emissions levels.% ReductionHC emissions @ idle-42.2%HC emissions @ 2500 rpm-76.0%CO emissions @ idle-52.9%CO emissions @ 2500 rpm-52.2%Engine Dynamometer Testing -A variety of differentstationary engine dynamometer tests have been conducted on zMAXproviding information on fuel economy, power, wear, blow-by, anddeposits. These tests are summarized below.CLR Engine Testing - The CLR engine is a single cylinder carbureted enginewhich develops peak power output of 16.5 hp @ 3000 rpm. This engine hasbeen used for many years in petroleum product research and developmentactivities to assess the influence of new product formulations on engineperformance. The engine is currently used by the petroleum industry forqualification to SAE/API/ILSAC engine oil standards. Although this singlecylinder engine is used primarily for measuring bearing weight loss and shearstability of multigraded oils, it nonetheless is an excellent laboratory enginecapable of providing additional engine performance measurements (e.g., fuelconsumption, horsepower, etc.) as evidenced by the large number of technicalpapers in the literature citing the use of this engine.Ten (10) different evaluations of zMAX have been conductedwith this engine. Each evaluation consisted of two tests, abaseline test on an engine oil without zMAX followed by asecond test where the same oil and fuel were treated with zMAX.The tests used a modification of standard industry protocols, theL-38 (ASTM D5119) and the Sequence VIII (ASTM D6709).The major modification was to introduce an engine-preconditioning phase in the procedure for initially allowingzMAX to be absorbed. This modification, a ten hourpreconditioning period, was used on both the baseline and zMAXtests to insure both tests were being conducted identically. Theresults of these tests, which were conducted by Auto ResearchLabs, Inc. (Chicago, IL) and later by the Oil-Chem ResearchCorporation (Bedford Park, IL), are as follows.a. SAE 50 Aircraft Piston Engine Oil + 5% zMAX and 12 oz.zMAX in the fuel (modified L-38 test procedure)8.3% increase in power8.5% improvement in fuel efficiency (bsfc)17.0% reduction in blow-byPiston skirt wear reduced from 9.5% to 3.5%Intake valve stem wear reduced from 18% to7%Exhaust valve stem wear reduced from 3% to 1%Intake valve deposits reduced from 5% to 2%Exhaust valve deposits reduced from 3% to 1%b. Pennzoil SAE l0w30 SJ + 8.5% zMAX and 12 oz. zMAX inthe fuel (modified Sequence VIII test procedure)7.6% increase in power6.6% improvement in fuel efficiency (bsfc)4.3% reduction in blow-by69% reduction in exhaust valve guide wearIncrease in top ring gap reduced from.0001 to 0.0 inchesUsed oil wear metals reduced by over 50%Fewer deposits on piston lands, grooves and skirtsc. MotorCraft SAE 5w20 SJ + 5.0% zMAX and 12 oz. zMAXin the fuel (modified Sequence VIII test procedure)3.8% increase in power2.8% improvement in fuel efficiency (bsfc)69% reduction in exhaust valve guide wearIncrease in second ring gap reduced from 0.0002 to0.0001 inchesUsed oil wear metals reduced by over 50%Fewer deposits on piston lands, grooves and skirtsd. MotorCraft SAE 5w20 SJ + 8.5% zMAX and 12 oz. zMAXin the fuel (modified Sequence VIII test procedure)5.2% increase in power4.2% improvement in fuel efficiency (bsfc)3.5% reduction in blow-by57% reduction in exhaust valve guide wearIncrease in top ring gap reduced from 0.0001 to 0.0 in.Used oil wear metals reduced by over 50%Less deposits on piston lands, grooves and skirtse. MotorCraft SAE 5w20 SJ + 8.5% zMAX and 12 oz. zMAXin the fuel (modified Sequence VIII procedure). In this test, thebaseline phase was run as usual. Then, instead of reassemblingthe engine with new parts and engine cleaning as was done in theprevious four tests, the engine was measured and reassembledwith the used parts from the baseline phase.7.0% increase in power6.6% improvement in fuel efficiency (bsfc)0.2% reduction in blow-by92% reduction in exhaust valve guide wearUsed oil wear metals reduced by over 50%A statistical analysis of the data generated from the CLR/Sequence VIII engine testing conducted on the above four tests(i.e., numbers 1b through 1e) was performed to assess theindividual hourly horsepower and fuel efficiency readings. Themethod used in this analysis involved the “Dependent Samples t-Test” methodology and is widely used where the significance ofan observed change in two populations of data is to be measured.Applying this methodology on each of the four engine tests runon zMAX at different concentrations and with different oils hasshown the changes in horsepower (bhp) and fuel efficiency(bsfc) were statistically different at a 99% confidence level. Thisanalysis provided evidence that the observed improvements inthese parameters were real and not simply due to testvariability.f. Mobil 1 SAE 10w30 SJ + 8.5% zMAX and 12 oz. zMAX inthe fuel (modified Sequence VIII test procedure)7.2% increase in power6.6% improvement in fuel efficiency (bsfc)17.4% reduction in blow-by10.8% reduction in bearing weight loss18.1% reduction in ring weight lossg. Mobil 1 SAE 10w30 SJ + 8.5% zMAX and 12 oz. zMAX inthe fuel (modified Sequence VIII test procedure) repeat of theabove test to demonstrate repeatability of method.6.5% increase in power5.8% improvement in fuel efficiency (bsfc)30.1% reduction in blow-by25.3% reduction in bearing weight loss52.1% reduction in ring weight lossh. Amsoil SAE 10w30 SJ + 8.5% zMAX and 12 oz. zMAX inthe fuel (modified Sequence VIII test procedure).2.5% increase in power2.4% improvement in fuel efficiency (bsfc)12.1% reduction in blow-by94% reduction in valve guide bore wear37.3% reduction in bearing weight loss12.1% reduction in ring weight lossi. Pennzoil SAE 5w30 SJ + 8.5% zMAX and 12 oz. zMAX inthe fuel (modified Sequence VIII test procedure).4.4% increase in power4.3% improvement in fuel efficiency (bsfc)7.5% reduction in blow-by16.7% reduction in bearing weight loss58.0% reduction in ring weight loss97% reduction in valve guide bore wearj. Pennzoil SAE 5w30 SJ + 8.5% zMAX and 12 oz. zMAX inthe fuel (modified Sequence VIII test procedure) repeat of theabove test conducted approximately one year later.4.1% increase in power3.9% improvement in fuel efficiency (bsfc)3.8% reduction in blow-by32.7% reduction in bearing weight lossFord 2.0L Engine test - For this test, a new (1,000 miles) Ford2.0L engine from a 2000 Ford Escort was mounted on an enginedynamometer testing stand at Oil-Chem Research Corporation,fully equipped for engine parameter control and continuous datamonitoring. The test procedure consisted of running the engineat conditions which simulated 65 mph (2500 rpm and 26.0 hpload). The fuel rate was allowed to float to what ever level theengine's power control module would dictate. The engine wasfirst base-lined on Pennzoil SAE 5w30 SJ oil for 14 hours withthe power output controlled to 26.0 hp. Without changing the oil,the crankcase and fuel were treated with 12 oz. of zMAX.The engine was then run for a preconditioning phase consistingof one hour run periods followed by 5 to 12 hours soak periods.After ten run/soak cycles, the engine

I had doubt in how this product can do for my 2016 ES350 initially. However, it turned out to be exceeding my expectation.The car runs more smoothly and gains 5% in fuel economy. Will be adding the same treatments into my the other 2014 Prius. Highly recommended.

I've used this product on my other car. It drove too 263,000 miles when I got sold it still ran.

Excellent

Z Max works and I’m not Lying

I purchased this product at Wal-Mart but thought I would review it here while I was entering other reviews. I decided to try this on a recently acquired vehicle, a 4-cylinder, 2015 Acura. While three years old, the car has only 17,000 miles and has the look/feel of a new car, including no discernible performance issues. Still, having read up on engine oil treatments, I concluded that Z Max at worst would be a waste of $17-$18 dollars and at best, might actually provide some additional protection for my "like new" baby. So, I followed the instructions, adding the Z Max to the crank case while the engine was already warm and then I drove for about 15 minutes.I cannot claim that I've noticed any change in engine smoothness or sound, as my vehicle was already running nicely. I would say that maybe...just maybe...it's a little smoother at start-up...but that could be wishful thinking. From a gas mileage standpoint, I so far have the impression that it had a very small but positive effect (a possible improvement of about 1 mpg in city driving).Like most of these products, the hope for extra protection motivates us to buy them, even though it would be hard to prove that one's engine would have not lasted just as long with our without the additive. Some individuals with older vehicles have reported noticeable reductions in engine noise or even better emission test results. I can't make such claims. I didn't expect anything miraculous but I wasn't disappointed.I doubt that I will use this product regularly but if there's even some truth to the claim that it is absorbed into metal on engine parts and gives some enhanced protection against wear, it's worth a try. I may use it once a year unless or until I find a better product.

I use this kit on every oil change,about every 6k miles since vehicle was new 135 miles the vehicle now has 72k miles on it.

Best product automotive needs.Been using since 1988 with great success.