Tin-antimony alloy keeps engines permanently clean - that's why the motor manufacturers have never used it

When tin-antimony alloy is added to the fuel tank of any petrol or diesel vehicle, it causes the fuel to act as a self-cleaner as it combusts. And because tin-antimony doesn't breakdown, dissolve or wear away in fuel, it never needs to be replaced or topped up. And goes on working for as long as it's in the fuel tank, keeping the engine permanently clean and efficient.

Tin-antimony alloy was originally developed by Russian scientists in 1941, for use in the fuel tanks of Hurricane and Yak fighter planes operating out of Murmansk during WW2. Low temperature waxing in the local aviation fuel, was causing crystalline deposits to clog carburettors leading to engines cutting out and mid-air stalling. As a result, the planes were restricted to 16,000 ft until a solution could be found. When tin-antimony pellets were added to the fuel tanks, the planes were able to operate over and above their usual ceiling of 20,000 ft with exactly the same fuel.*

Problems for motorists mean profits for the motor industry

When the American motor industry realised tin-antimony alloy kept engines permanently clean, they were worried. No carbon deposits meant greatly reduced engine wear, putting a massive dent in profits from spares, repairs and annual engine de-cokes. But for the fuel additive companies, with dispenser cans on every fuel pump stand, the news was a complete disaster! So they started a smear campaign. And motoring's biggest lie was born.

Along with snake oil slurs and stories of exploding engines, the plausible sounding 'if they were that good the manufacturers would fit them' was circulated through main dealers and garage networks. It didn't take long to spread. Over the last 80-years, the old propaganda has been been repeated so many times, especially in the UK, many have come to believe them. With misleading press, straw man tests and red herring reviews, repeatedly used to suppress the truth of this highly beneficial alloy.  

In widespread commercial use for the last 60-years

Tin-antimony alloy was first used commercially in South Africa during the 1960s, in Anglo American Mining's underground vehicles and heavy machinery to keep emissions permanently low. It was then used in SAF Marine's container ships to cut black smoke, prevent fuel wastage and extend service intervals. Over the next 30-years, as independent tests repeatedly confirmed the alloy's unique ability to eliminate carbon deposits, its use steadily increased. 

Following the results of the Philadelphia Coca Cola Company's fleet trials in 1998, the US military conducted 14-months testing at Camp Pendleton and the Naval Facilities Engineering Service Center. In 2003, the Senate Committee on Armed Services announced the results to Congress with the recommendation that Donald Rumsfeld, Secretary of Defense, take immediate steps for the application of fuel catalyst technology.** Since then the use of tin-antimony alloy has exploded worldwide. And today, fuel catalysts are used by the owners of every imaginable make, model, type and age of petrol and diesel vehicle. 

Why fuel catalysts work so well in modern vehicles

The reason we don't notice carbon deposits building up in modern vehicles, is because the ECU constantly adjusts and retards the ignition timing to prevent overheating, pinking and knock. But this has a negative impact on combustion efficiency and engine performance, which increases fuel consumption and exhaust emissions. This is what leads to the fuel-heavy soot deposits that clog EGR valves and block DPF filters. Removing carbon deposits reduces the engines operating temperature, allows the fuel to combust efficiently and enables the ECU to progressively reset/re-advance the ignition timing.

The motor industry's Worldwide Fuel Charter clearly states, even the use of high-quality fuel leads to deposit formation, affecting vehicle performance and increasing engine-out emissions. The Society of Automotive Engineers and the Handbook of Air Pollution from Internal Combustion Engines confirm, carbon deposits affect all engines, causing reduced power, reduced fuel economy and increased emissions. Which is why carbon deposits are the root cause of the excess traffic pollution that ruins the air quality for hundreds of millions of people in towns and cities worldwide.

The proven effectiveness of tin-antimony alloy

The significant improvements reported by FTC customers, are only ever the result of carbon deposit removal. Fuel catalysts cannot produce before & after results in a new or clean engine (where there is no carbon to remove). In a brand-new vehicle, or one with a clean engine, tin-antimony alloy simply stops deposits from forming in the first place. Which simply means engine performance, fuel economy and exhaust emissions all remain virtually the same as those of a brand-new vehicle.

For the last 60-years, the effectiveness of tin-antimony alloy, has been easily measured and observed using industry-standard before & after emissions results - the same way liquid fuel additives are tested. But whilst a single proprietary clean-up test in a static lab-based engine, has always been sufficient for the fuel additive companies to show their chemicals remove carbon to restore performance, economy and emissions, some suggest the same standard doesn't apply to an alloy! Especially one that isn't subject to fuel duty and offers motorists a permanent alternative to expensive super-fuels and repeat-use fuel additives!

However, in addition to independent before & after testing and Department for Transport approved MOT emissions results, FTC has been independently tested by world-leaders Emissions Analytics Ltd, using the latest real-world emission measurement system - PEMS. 

 

*The WW2 campaign, code named 'Operation Benedict' is recorded in Hurricanes Over Murmansk by John Golley  ISBN 1840372982 and in Force Benedict by Hurricane fighter Eric Carter  ISBN 1444785141 - who details the wartime use of the pellets and their subsequent post-war development. Pages 129-131, 256-257

**107^th Congress  2^nd Session  House of Representatives  Report 107-436  Pages 292-293