Bi-Tron Australia  ABN 15339668089
Po Box 1011 Calalaba 4157
Ph 07 3824 1653 fax 07 3824 7741 sales@bi-tronaustralia.com

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Listen to how it works (Click this link to download a windows media file)


How the Bi-Tron Polymer works in your engine.

Droplets of fuel less than about 40 microns burn rapidly as though they were a vapor, combustion is so rapid that it generates a high temperature spike that produces heat, but it doesn't produce any power.
 During the rapid burn phase the distribution of oxygen is such that there isn't sufficient time before the end of the power stoke for some of the larger fuel droplets to burn completely. And so these are discharged through the exhaust valves as unburnt hydrocarbons. It is the high temperature that is largely the responsible for the production of nitrogen oxide emissions.
  

 
The presents of the Bi-Tron polymer increases the fuel droplet size on the average to about 50 microns, and it helps to control the fractional distillation within the droplets so that the more volatile components are retained within the droplets. The polymer eliminates about 99% of those droplets below about 50 microns. By decreasing the operating temperature in the engine and slowing down the rate of combustion the polymer is able not only to reduce the toxic emissions but to increase the horsepower of the engine as well.
 

We have found that with diesel engines that reductions of 10% to 30% of exhaust heat have been measured and the reductions depend upon the load and the speed of the vehicle. For the oil treatment product the Bi-Tron polymer adds visco elasticity to the oil. Quality tests we performed shows the tenacity of the polymer treated oil on a spinning part such as the shaft of a drill bit, untreated oil is immediately cast off, with treated oil, not only does the product adhere to the moving part, but the faster the part spins the more tenaciously does the treated oil hold. The phenomenon is called "Repetation" which causes strong adherence of the treated oils to the metal parts.
 
SO HOW DOES  BI-TRON WORK?
 
If you can imagine that everything that is mined from the earth is negatively charged, you will begin to appreciate the problems that have faced automotive engineers and mechanics for years. The metal that forms engine & machinery parts is mined from earth, as is the oil used to lubricate those machinery parts.
 
 (Q) What happens when you place two negatives in close proximity to each other?

(A) They push each other away! And the hotter the machinery and bearing metal gets, (i.e. with friction), and the hotter oil gets, (i.e. with use), the more negative energy they both release, thus repelling the oil from the metal surfaces.
 
And as every mechanic knows, once a bearing (for example) starts to break down and collapse, it breaks down very quickly. And this is how it happens. Because the metal gets hot with friction, and the oil around it also gets hotter as a result. The negative energy released by the metal and the oil increases and actually drives the oil away from the very places it is required to lubricate and cool.
 
Now, what happens when you place Bi-tron in your oil? By introducing Bi-tron into your oil at a ratio of just 10% of the total oil volume, the hotter the metal gets, the more the Bi-tron is attracted to the metal. In fact, because the Bi-tron will penetrate into the cracks and crevices and areas four times finer than ordinary oil can penetrate, Bi-tron actually becomes a superior metal treatment. Bi-tron simply penetrates into the pores of the metal, providing absolutely amazing friction reduction properties without, in any way compromising the qualities of the parent oil.
 
In fact, in tests that have been independently performed where Bi-tron has been added to both engine oils and/or gear oils, the extremely small amount of foreign metal particles present in the oil at the point at which the oil is changed, (compared to the amount normally present), is proof just how powerfully Bi-tron reduces the friction and the wear in our vehicles and machinery. In one test on hand, ordinary gear oil registered 208 ppm of metal (iron) after 30,000km in a truck transmission. With Bi-tron in the same type gear oil running in the same truck for 30,000km, the ferrous (iron) count was just 28 ppm a reduction of over 90% in wear. Remember, Bi-tron is a pure hydrocarbon and contains absolutely No PTFEs, (Teflons), Plastics Resins or heavy Metal particles, such as copper, lead, zinc or molybdenum. This means that Bi-tron is not an oil additive, it is amazing 21st. Century metal treatment which works every time!
 
Bi-tron can be used safely in Franz oil and fuel filter systems. In fact, Bi-tron can be used everywhere oil is used. For example, there is absolutely no problem introducing Bi-tron into Limited Slip Differentials, automatic transmissions, or wet clutches in all types of machinery. And it is impossible for Bi-tron to cause engine cylinder glazing, or for Bi-tron to interfere in any way with fine bearing tolerances. Nor can Bi-tron cause fine oil capillaries to clog up; neither can it restrict all-important oil flowing to vital engine parts. Bi-tron is particularly brilliant for use in Turbo-charged engines where excessive heat can compromise the way that normal oils might work, Because Bi-tron is attracted to and penetrates into the metal, oil oxidation in Turbo Charger bearings should not occur inside engines treated with Bi-tron, even if the Turbo charged motor should shut down prematurely under load.
 
The applications for Bi-tron are simply limitless. For example, the Bi-tron Extreme Pressure 2.4.6 or E.P.Metal Treatment (gear, transmission & hydraulic) has been successfully mixed with commercial greases at a ratio of 6% to create the very best lubrication for universal joints, bearings etc. Bi-tron Metal Treatment drastically reduces operating temperatures in Hydrostatic transmissions, angle gearbox drives, and all oil driven pump applications.
 
The Bi-tron range of Fuel conditioners are just as remarkable as all the other products in the Bi-tron range. The gasoline fuel treatment lubricates the top end of the motor, providing lubrication in instances where lead has been removed from gasoline. In many vehicles it is possible to use ordinary unleaded fuel in place of the more expensive premium unleaded gasoline that many modern motor vehicles ordinarily require.
 
It is not common knowledge that the major fuel companies have bowed to pressure from environment groups and have removed sulphur out of diesel. Sulphur in Diesel acts like lead in Super Petrol it has major lubrication qualities but like lead, sulphur has a devastating effect on the environment. This means that Diesel fuel is now extremely abrasive, causing major damage to sensitive engine components such as fuel pumps, injectors and top end of the engines. By using the Bi-tron Diesel conditioner at a rate of just 1 Litre Bi-tron Fuel Conditioner to 1000 Litres of Diesel; major engine wear is prevented and fuel economy has been increased by as much as 20% or more. Using the 3 main Bi-tron Treatments (Fuel, Engine Formulation & Metal Treatment) in fishing vessels, farm machinery, heavy & light machinery, road transport vehicles and even family vehicles have a distinct possibility of saving about 20% or more of their fuel consumption. And reducing exhaust emissions by up to 90%.
 
Additives  -- The modern vehicle engine is often a highly sophisticated piece of machinery. The lubrication in these motors is all too often stretched to the limit, placing enormous stresses on the engine's oils. Only high quality oils with sufficient additives can withstand these stresses for any length of time. Many oils on the market today only have a lifespan of about 2000 to 3000 klms. A cheap base stock of Naphthennic oil with a minimum quantity of cheap additives simply cannot last. The additives that have been put into the oil are either depleted or they get used up, and the oil breaks down with heat and condensation. Carbon and sludge start forming, and it is only a matter of time before you have a noisy, worn out, smoky engine.
 
Bi-tron  -- is not an additive  -- it is a superior metal treatment.

Bi-tron does not contain any plastics, PTFEs, resins, Teflons or heavy metals. It is simply a 30W oil that has been changed at the Molecular Level so that it is attracted to heat and to metals, unlike ordinary oils, which are repelled by heated metal. Bi-tron has an extremely strong resistance to oil shear stronger even than Paraffinic Oils. When you add Bi-tron to your motor, you will be doing your part toward creating a cleaner environment, because there are many things that Bi-tron will do, while it is working in your motor vehicle that ordinary oils cannot. Bi-tron will remove carbon, tar and bituminous deposits from your piston rings, freeing the rings within the ring grooves so that they can do the job that they were created to do that is, help maintain peak compressions and prevent oil from the sump by- passing the piston and entering into the combustion chamber. Bi-tron will also maintain maximum lubrication on all metal engine parts preventing damaging dry Starts and protecting the motor from an expensive seizure in the accidental oil and /or coolant loss.

Go on, give it a try, and start saving money. 
 
These three Bi-Tron products offer the ultimate in protection and performance enhancement. Giving you the best possible reduction of wear right throughout the engine and drive train.
 
More power, better fuel economy, quieter operation, reliability, and fewer exhaust emissions are some of the benefits of using Bi-Tron.

BITRON AND LIMITED SLIP DIFFERENTIALS (LSD)

What is the purpose of a differential?
 
A LSD is basically a modified differential gear arrangement that allows for differences in the velocity of the wheels, most commonly when turning. As a vehicle turns, the wheels spin at different velocities with the outside wheels spinning faster than the inside wheels. This is due to the wheels having to travel different distances to execute the turn.  Without a differential of some kind, the wheels would be "locked " together forcing them all to spin at the same speed. This would make turning extremely difficult and hard on the vehicle. Effectively to make the turn, the tyre would need to slip. This requires a large amount of force which puts added strain on other components such as the axle.
 

TYPES OF LSD (Limited Slip differentials)
 
Broadly speaking, there are 2 types of LSD; torque sensitive and speed sensitive.
 
Torque Sensitive LSD
 
Also known as mechanical LSD's because there is interaction between 2 or more mechanical parts such as clutch discs. Mechanical LSD's include clutch & cone and helical gears. These all respond to torque generated by the drive-shaft of the vehicle. The more torque produced by the drive-shaft the harder the gears are pressed together. As torque increases, the wheels are coupled together more closely.
 
There are three basic input torque states;
 
1.No Load where there is little/no coupling. Some LSD's use a small spring loading mechanism so that when the vehicle is in neutral for instance there is a small amount of torque which keeps the wheels minimally coupled.

2.Load where the coupling is directly proportional to the amount of torque being produced

3.Over-run where the behaviour of the LSD determines whether it is 1 way, 1.5 way or 2 way. 1 way LSD's behave in a similar way to a conventional diff where when the throttle is lifted the LSD unlocks and there is no additional coupling. 2 way LSD's increase coupling whether the input torque is in forward or reverse. 1.5 way LSD's are a compromise between the other two.

Generally speaking 1 way coupling is safer particularly with FWD vehicles whilst 2 way coupling which allow the wheels to continue spinning into a corner regardless of throttle input is for more experienced drivers looking for more high performance handling.
 
A clutch type LSD makes use stacked clutch discs half of which are coupled to the drive-shaft and the other half to the spider gear carrier. The more torque that is applied the greater the pressure on the clutch discs which results in greater coupling of the wheels. As the vehicle turns , pressure rings adjacent to the clutch discs are forced side-ways which results in more pressure on the clutch discs. Cone LSD's work in a similar fashion using cones instead of clutch stacks.
 
Clutch type LSD's generally have very specific "break-in" periods which allow any imperfections on the metal surfaces to be worked out. Failure to follow break-in procedures can result in permanent damage to the LSD.
 
Geared LSD's use worm gears rather than clutch plates or cones and sense the torque speed on one shaft and 'move' it to the other rather than actively controlling 'slip' like the clutch and cone type LSD's do. Geared LSD's are more dependent on the actual torque rather than the difference in speed between the output shaft.
 
Speed Sensitive LSD
 
These are generally simpler as they rely on the hydrodynamic friction produced by high viscosity fluids. They make use of a cylindrical chamber filled with a high viscosity fluid. Perforated discs are stacked within the fluid and alternately coupled to one of the drive-shafts or the differential carrier. They rotate with the output shafts. Differential motion such as turning forces the discs to move through the fluid against each other. In some speed sensitive LSD's the heat produced from constant friction thins out the fluid causing it to expand. This can lead to non-viscous plate to plate friction causing a noticeable reduction in the speed difference between the drive-shafts.
 
Speed sensitive LSD's tend to be less efficient due to this loss of power. Sustained heavy loads cause the fluid to thin out resulting in the permanent loss of differential effect. When this happens, they tend to behave in a similar manner to an open differential. Many of these types of LSD are not serviceable and require replacement as the viscous fluid is usually in a sealed unit.
 
There are other types of speed sensitive LSD's such as electronic LSD's which utilise a computer to monitor the speed of each wheel and in cases where one or more wheels are spinning unusually fast, gently apply braking to these wheels which allows the other wheels to increase in speed. On the whole, these systems which often rely on such things as ABS place much less stress on the drivetrain than mechanical LSD.
 
BITRON AND LSD
 
Bitron EP40 can be safely used in all types of LSD. Where the LSD is mechanical it is IMPERATIVE that the manufacturers 'break-in' procedure is followed to ensure that the LSD operates correctly and no permanent damage is done.  Bitron EP40 SHOULD NOT be used during this settling in period. Once the 'break-in' procedure has been followed as per the manufacturer's directions, Bitron EP40 should be added at between 5% and 10% of the LSD oil capacity. We recommend that if the vehicle is going to be operated under high load, then 10% should be added. Vehicles not operated under consistent high load should add Bitron EP40 at 5% of the LSD oil volume.
 
With speed sensitive LSD, Bitron EP40 should be added at 10% of the LSD oil volume. This will ensure less heat induced friction extending the life of the viscous oil - generally silicone is used.

Bitron EP40 will not react with high viscosity oils in any adverse way.
 
Whether the vehicle has a mechanical or speed sensitive LSD, Bitron EP40 will place a protective layer over the clutch discs, cones or perforated discs protecting against heat induced friction. This allows greater torque output with less friction to the discs resulting in increased operating life.

Bitron EP40 will not cause excessive slippage within the LSD which can result in less power output.

Driveline power loss

Several years ago the fuel companies removed the “Lead” from Petrol, and the “Sulphur” from Diesel fuels. These created “NOX” gases and harmful to the environment.

However the reason they were in the fuel in the first place was to provide lubrication to upper cylinder engine parts.

With these lubricants removed from today’s fuels the upper cylinder areas of vehicles are being worn away rapidly, and breakdowns are occurring more frequently.

Worn and dirty injectors and worn out fuel pumps are just two of the most common problems facing motorists today. And with the introduction of blended fuels the situation is getting worse.

You need to use an upper cylinder lubricant of some type to avoid costly repairs and maintenance to your engine.

Bi-Tron fuel conditioners are without doubt the best upper cylinder lubricants on the market today.

Bi-Tron not only lubricates and protects (we all know how well it does that) but it is the only upper cylinder lubricant to contain Bi-Tron’s patented polymers which contain a long chain carbon molecule that gives a more complete burn of fuel which results in more power and better fuel economy with up to 90% less harmful exhaust emissions.

See our website for an explanation of ‘how it works’. www.bi-tronaustralia.com.au

Bi-Tron P900 Petrol conditioner includes an octane booster that can raise the octane levels in fuel 2 RON for every mil of conditioner added per litre of fuel.

I have a VRX Pajero V6, with a 3.8ltr petrol engine which the manufacturer recommends 98% octane fuel.

I fill up with standard unleaded (91% octane) and add 3ml / litre of P900. Saving 17 cents per litre at the bowser by not using “premium fuels”, plus I have improved my fuel economy 12ltrs / 100km giving me an extra saving.

But more importantly, I know my engine is protected from wear and well lubricated with Bi-Ton.

So I am saving money on fuel, and saving money on repairs and maintenance, plus I have peace of mind and know I am reducing greenhouse gases.

Bi-Tron Australia  ABN 15339668089
Po Box 1011 Calalaba 4157
Ph 07 3824 1653 fax 07 3824 7741 sales@bi-tronaustralia.com